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I
Jftarbarli CoUese librarg
BOUGHT WtTH INCOMB
HENRY LILLIE PIERCE
OF BOSTON
9
« »
TEXT-BOOK
•'r
SEAMANSHIP
THE EQUIPPING AND HANDLING
y
V i: s s \i L s
Under Sail or Steam
rxiTF.D States Naval Acapemy
Rear Admiral S. B, LUCE, l\ S. N.
Lii:rTi:NANF \v" S. lU^XSoX, I'. S. X
LiKUTiNANi s. >KAi;rkv, r. s. x
NEW YORK:
D. VAN 1S30STRAND CO
23 Murray and 27 Wakki x Sikkkt
I vav vjwontjk
AfomySSK. ? S
r.:
, v-< ». • t V 1
L
BOUND OCI if i9l3
Copyright^ 1884^ by D. Van Nostrand,
Copyrif^ht, iSgS^ by D, Van Nosirand C0,
J. K. * K. B. SMITH,
•uccaMom TO
SMITH ft MODOUGAL,
Preface to the Fourth Edition.
A NEW edition of Seamanship having been called for,
-*^^ the work of revising the late edition and preparing
the present one for the press, was undertaken by Lieutenant
W. S. Benson, U. S. N. , Assistant Instructor in the Depart-
ment of Seamanship, Naval Academy, Annapolis, under the
general supervision of Commander Charles M. Thomas,
U. S. N., the very able head of that Department.
Lieutenant Benson's labors have been attended with
marked success, notwithstanding the distractions due to
the breaking out of the war with Spain.
It is hoped the work, in its present form, may x>rove ac-
ceptable to those for whom it is intended.
S. B. LUCE.
Bear-AdiinniL l\ S. X.
Newport, R. I., ) (retired.)
August 5th, ISUS. S
/
Revisers Note to the Edition of 1884.
/^ RATEFUL acknowledgments are due to those whose
^-^ contributions to the text have enhanced the value
of this work.
Commander F. V. McNair has permitted the use of his
pamphlet on Seamanship Drills.
The chapter on the Laws of Storms is taken principally
from the lecture of Lieutenant-Commander Thomas Nelson,
Vol. V, Proceedings U. S. Xaval Institute.
Chapter XIX. is i)ractically a reprint of Lieutenant D.
Delehanty's pamphlet : *' Cadet Midshipman's Manual."
Chapter XXXV. has been prepared from notes furnished
by Lieutenant-Commander Z. L. Tanner, together with
data from the lectures of Constructor R. H. White, R. N.,
and from the professional pamphlets of the German Ad-
miralty on steamers and screw propulsion.
The suggestions made by Boatswain Robert Anderson,
U. S. N., have been of special importance. Getting a lower
yard on board, sending down a lower yard inside of rigging,
rigging derricks, and carrying out anchors between two
cutters in shoal water, are described from actual work per-
formed under his direction.
To Commander Taylor, Lieutenants Berry, Nazro, and
Holman, U. S. N"., and to many other officers, sincere thanks
are tendered for their assistance and suggestions in the
revision of the proofs. AARON WARD,
Lieutenant, U, S, X.
REVISER'S NOTE.
TN the present revision the attempt has been made to
-*- eliminate obsolete matter and to introduce as much
new material as the limited time would permit. The
general arrangement has remained unchanged.
The chapter on storms has been compiled by Mr. R. L.
Lerch, under direction of the Hydrographer of the Navy
Department.
The descriptions and plates of sounding machines,
patent logs, marine sentry, &c., have been taken from the
various pamphlets on those subjects.
Description and plates of steam capstan were obtained
from the Bath Iron Works, and those of steam steering
gear from the Williamson Brothers.
The chapter on organization is omitted, as no estab-
lished system has as yet received oflBcial approval.
W. S. BENSON,
Lieiitenant, ?". S. X
IT. S. H. S. Vermont, )
Xew York, Sept. 27, 1898. )
CONTENTS.
CBArrBR PAOS
I. — The Ship — Definitions 1- 12
II.— The Compass— The Lead— The Log 18-23
III.— Ron: 24-82
IV.— Knotting, Splicino, etc 33- 49
v.— Bum Ks 50-54
VL— Tackles 55-62
VI L — Masts and Yards — Rudder — Mastino 63- 78
VIIL— Standing Rigging 74- 85
IX.— RiocjiNG Ship H6-130
X.— Sails 131-143
XI. — Purchasing Weights 144-155
XI I. — Stowage and Sources op Supply 156-162
XIII.— Boats 168-198
XIV.— Ground-Tackle 194-219
XV. — Capstan — Steam Windijiss — Steering Gear 220-224
XVI, — Mooring — Clearing Hawse 225-232
XVII. — Carrying out Anchors by Boats 233-239
XVIII. — Port Drills with Sails and Spars, and Miscellaneous
Port Kvolutions 240-272
XIX. — International Regulations for Preventing Collisions
AT Sea 27:^285
XX. — Getting Under Way and Anchoring Under Sail 286-298
XXI.— The Deck- Making and Taking in Sail 299-814
XXII.— Working to Windward 815-881
XXlll.— Wind Baffling 832-888
XXIV. — Two or more Vessels Communicating at Sea — Heaving to
— Filling Away — Squalls — Man Overboard — Sounding 889-848
XXV. — Reefi.vg -Turning Out Reefs 849-855
XXVI.— The Weather— Law of Storms 856-8T4
XXVII. — In a Gale — Scudding — Lying-to — Rudder gone — Cut-
ting AWAY Masts — Use of Oil 875-888
XXVI 1 1. — Parting Rigging — Shifting Spars, etc 8S9-8t>7
Vin CONTEXTS.
CHAITEH I'AtiK
X\IX.— II ANDiJxr. FoRK-AND- Afters 39iS-407
XXX. — ILxXDLixo Vksskls rxDKR Stkam 40S-4H9
XXXI. — (1i:ttix({ ox Shork — Lkakixcs — IIkavixo Down .. 440-44Sf
XXX 1 1. — UxiTEi) JStates Life-Savix(i Service 450-459
APPENDIX.
A. — I{()PE-MAKix(i — Table of Dimexskins of Rope 4()l-40({
15. — ClTTIXU AXI) FlTTIXC Ul/M'K STRAPS 4()T-4(kS
(\ — TiRXixc IX Old-fasiiioxei) Dkadeyks — Ui'LEs FOR Size of
SiiKorns 4(J1I-472
I).— Stavix(j Masts hy Use of Battens 472-47;J
K. — Tables of Flax axd Cottox (*anvas 478-474
F. — Maxa<jemext of ()i*ex Hoats ix SiRF 474-47({
G. — Hoi'TiNE — Preparin(5 Siiip FOR Sea 477-4SI
]1.__Tarrix(J Down— S(RAPL\(i Spars— Talntino Ship, etc 481-48:>
I. _1n a Tideway Txiier Saii 4H;{-4,Sr)
K. — Tenimn<j Ship at Anchor — Fire Booms 4S5-4S9
L. TiRNixo Kxperiments — Methods of Determining Tactical
Diameters 49(U")07
]\I. — Taxnkh SorxDiNo Machine 508-500
X. —Ship's Papers 5(H)-510
(),_TeRMS I'SED IX SHIPBriLI)IN(i 51 1-54*2
'» .. «« Naval Architectcre 548-555
P._Servi( E BrcLE Calls 556-5(58
Index ^^59-579
T
ir^ p
mu.
if'i
:M
CHAPTER I .
THE SHIP.
6ENKBAL REMARKS ON THE HULL, SPAK8, AND SAILS. — DEFINITIONS.
Ships are usually built on stocks and launched on ways,
which are inclined planes leading to the water's edge.
Sometimes vessels are built in docks, which are artificial
basins with level floors, shut off from outside waters by
gates, or by a single dam. known as a caisson. These gates
are water-tight and can be opened or closed ; the dock is
supplied with means for pumping out the water, or letting it
in. Tlie following is an outline of tlie principal parts of the
hull of a wooden ship.
The lowest fore and aft piece which forms the founda-
tion of a ship is called the keel (Plate I, No. 1). It is of
live-oak, or elm, and made of several pieces, the joints of
which are known as scarphs.
To receive the edge ot the first row, or strake, of outside
planking, called the garboard strake (2), the keel is scored
throughout its length, the score being styled a rabbet (3).
To protect the main keel from injury in grounding there
is fitted under it a false keel (4), bolted on after the bolts
which secure the frames to the main keel are clinched.
The forward end of the shij) is formed of the stem (5),
usually of live-oak, and inclining forward from the keel.
A rabbet, similar to the one scored in the keel, is cut into
the sides of the stem and receives the forward ends of the
outside planking, which are called the fore hood-ends.
The stem is oacked and strengthened by the apron ((3),
placed abaft it, and by the deadwood (7).
Deadwood consists of timbers that fill the spaces where,
owing to the shape of the vessel, the floor-timbers have to
he discontinued.
Inside of the forward deadwood and the apron is the
stemson (8), a large knee which joins the apron to the
upper part of the deadwood.
The after-end of the ship is bounded by the stern-post
(9), usually of live-oak, which stands perpendicular to the
keel or slightly inclined aft. It is fitted like the stem with
a rabbet on each side to receive the after-ends of the out-
side planking, or after-hoods, and it is strengthened by the
introduction of a stem-post knee (10), inner post (11), and
the after-dead wood (12). Above the latter is the after-
deadwood knee (13).
{
2 THE SHIP.
Screw vessels have generally two stem-posts ; the after
one, which carries the rudder, is called the rudder-post.
The joining of the stem-post to the keel is effected by
tenons and bolts.
The frames (14) form the ribs of the ship. They stand
mostly at ri^ht angles to the keel and each is formed of
two parts joined together, each part being in itself made
up 01 several pieces. The lowest portions of a square
frame are called the floor-timbers ; above these come the
futtocks, then the long or short top-pieces. The starboard
andport side of each frame form one continuous piece.
where, owing to the form of the ship, the frames do
not stand at right angles to the keel, they are called cant
frames.
The following parts of the ship serve to secure the
above-mentioned portions together and give the structure
stiffness and strength: viz., the keelsons, breast-hooks
15^ and stem-hooks (16), outer and inner planking, beams
17) and diagonal braces.
The main keelson (18) is a fore and aft timber which is
laid directly over the keel on the floor-timbers and may
extend beyond the latter and over the deadwood, forward
and aft. The keelson is bolted through frames, keel, and
deadwood. There are usually additional keelsons at each
side of the main keelson, known as sister keelsons (20).
There are also boiler or bilge keelsons to support the
boilers (19). Bilge-keels are exterior keels bolted on to
the bottom of the ship on either side of, and parallel to, the
main keel, and at some distance from the latter, to prevent
rolling in vessels of certain form.
To hold the two sides of the ship together in the for-
ward and after ends, where the frames have no floor-tim-
bers crossing the keel, owing to the form of the ship, there
are worked m knee-shaped, horizontal timbers, either with
a natural curve, or formed of two or more pieces backed by
an iron or wooden knee. These curved supports, secured
to either side of the ship, are termed breast-nooks (15) for-
ward and stem-hooks (16) aft ; when they support a deck
they are called deck-hooks.
The outer planking of a ship is formed of a number of
oak planks of varying thickness, but nearly parallel when
placed in position over the frames.
To check marine growth on the bottom of vessels and
the consequent decrease of speed, all wooden vessels of war
are sheathed with copper from the keel to a point some
distance above their line of flotation^ or "water-line."
The inner planking is not contmuous, as in the case
of outside planking, and in different parts of the ship
is called by different names. It is known as the lim-
ber-strakes (21) nearest the keelson. These strakes ex-
tend along the bottom of the ship on either side of the
keelson. As the planking is carried up the side beyond the
THE SHIP. 3
limber-strakes it is known as the ceiling (22) : following it
up higher we find projecting ledges, callea shelf -pieces,
or clamps, placed inside the frames to receive the deck-
beams.
The deck-beams (17), extending from side to side of the
ship, holding the sides together, form the support for the
decK-planking. The beams are supported oy posts or
stancnions (23) in their centre, and by clami)s at each end.
They are jomed to the sides of the snip by iron or wooden
knees, known as hanging (24), lodging (25), lap (26)^ or
daeger (corruption of diagonal) knees, from their positions
and form.
The waterways (27) are timbers set in the side over the
tops of the deck-beams and bolted to these and to the
frames at the side.
Decks are of oak, teak, or yellow pine, and are spiked
to each deck-beam over which they pass.
Vessels owe much of their strength to the use of diagonal
trusses or braces, of metal, secured inside of the frame-
timbers and forming a net-work which binds the frames
firmly together.
To the above outline of the parts of the hull is appended
a list of prominent interior fittings and of the terms used
in describing them. As will be seen, some apply only to
wooden ships; and some to both wooden and iron ships alike.
Aft. At or near the stem of the ship.
After passage. Usually a space in the after orlop of frigates, being a passage-
way to the different store-rooms on that deck.
Air-port. Hole cat in ship's side to give light and air to berth-deck. Usuallj
drenlar.
Amidships. In or near the middle of the ship.
Apron. A timber eecnred in rear of the stem to strengthen it at the joint of
upper and lower stem-pieces.
Athwartships. In the direction of the ship's breadth.
Bag-room. Where clothing-bags of crew are stored. Usually forward on the
berth-deck or lauding off of fore- passage.
Ballast. Stone or iron placed In the hold to bring the ship down to her proper
Ihie of flotation and give stability.
Beams. Timbers that extend from side to side, supportinff the decks.
Beo^blocks. damps bolted to the bowsprit through which reeve the fore-top-
mast stays.
Belaying-pin. A pin of wood or metal at the side of the vessel or on the masts,
around whicn a rope is fastened or belayed
Bends. The thickest outside planking, extending from a little below the water-
line to the lower gun-deck ports.
Beith-deck. The sleeping and mess-deck of the crew and officers of a ship.
Bibbs. Pieces of timber on either side of the mast to which the trestle trees
are secured, and upon which they rest.
Bilge. The flat part of a ship's body on each side of the keel.
Bilge-keels. Long pieces of wood or iron aflixed to ship's bottom to lessen tho
rolling motion.
Bill-board. A ledge on the ship's bow to receive the fluke of the anchor.
Binnacle. The case mounted on a stand in which the compass is carried when
in use.
Bitts. Large vertical timbers projecting above the deck to secure the ship's
cable, also vertical posts to secure the main-tack, main-sheet, etc., accord-
ing to location.
4 THE SHIP.
Bout-chocks. Blocks of w(xxl shaped to receive the bottoms of boatft, when
hoisted ia.
Bolsters. Rounded blocks of wood filling the angle between the treatle-tree
and the mast, to prevent chafing of the ringing a^rainst the former.
Bolts. Pieces of iron or other metal used in fastening parts of the ship
togethcT.
Booby-hatch. A small hatchway, or the covering or companion of such an
aperture.
Boom-iron. Iron rings secured to one yard or spar, to support another spar,
which {jasses through the iron. Such are the studaing-sail boom-irons
on the lower and top-sail yards.
Bowsprit-bed. The |>art of the stem on which the bowsprit rests.
Bread-room. The store-nx)ms in which are kept the ship's allowance of hard-
bread, etc. Usuully situated in the after orlop.
Break of Forecastle. Where the rise of the forecastle towards the waist of
the ship, ends. Commonly used to define the after side of a top-gallant
forecastle.
Break of Poop. Where the rise of the poop towards the waist, ends. Com-
monly used in speaking of the forward end of the poop.
Breast-hooks. Knees, or an assemblage of timbers, set in the bows of ships
and secured on cither side to the timbere of the liow.
Bridle-ports. The ship's forward gun-ports. Through these ports are led the
bridles of tow-lines or warps.
Bridge. A light structure extending across the ship above the spar-deck, to
afford the officer of the deck or lookout a place for oliservation.
Bucklers. Shutters used in closing hawse-pipes (hawse-bucklers), or filling the
circular opening of half- ports when there is no gun in the port (port-
bucklersV
Bulk-heads. Partitions that divide off different pirts of the ship.
Bulwarks. The sides of the ship above the upper deck.
Bumpkin. A projection of wood or iron from the bow or quarter, to give
proper angle for the lead of the fore-tack or main-brace.
Cabin. The quarters of the commanding officer of a ship. On the gun-deck of
a ship with flush spar-deck, or under the poop {pof/p-eabin) of a single-
deeked vessel or one having a poop in addition to a covered $;un-deck.
In the Iwtter case the gun-deck cabin is usually occupied by a flag officer.
Cable-tier. Formerly platforms on which the ship's cables were coiled. At
present understoiKl to mean light platforms in the wings where spare
rigging is stowed.
Cant-frames. Frames, forward and aft, which are not at right angles to the
central fore and aft line of the vessel.
Cap. A joint fitted over the heads of masts to 8ui)i)ort the next higher mast,
which passes through a hole in the cap.
Cap-shore. A stout upright which Bup})ort8 the forward edge of the lower cap.
Capstan. A barrel of wood or metal that revolves horizontally on a spindle ;
is used with capstan-bars or moved round by steam to raise heavy weights,
weiffh anchor, etc.
Carlings (28). Short timbers running fore and aft, connecting the beams.
Cat-head. An iron or wooden projection from the ship's bow to raise the
anchor clear of the water.
Caulking. Filling the senms of a ship with oakum or cotton.
Cavil. A large wooden cleat used f<»r belaying.
Ceiling. Portions of the inside planking of a ship.
Chains (see ('hannels). C/iain chests. Lockers in the channels for the storage
of wash-deck gear.
Chain-lockers. Receptacles for the chain cables of the ship, usually forward
of the main-mast in tlie main-hold.
Chain-pipes. Iron linings of the hok»8 through which the cables are led in
passing from one deck to another.
Chain-plates. Iron plates for securing lower dead-eyes to ship's side.
Channels. Ledges of plank projecting from the side to give additional spread
to the lower shrouds.
THE SHIP. 5
Chess-trees. Pieces of timber Iwltnl in the top-sidos, with sheaves for fore and
main sheets, after gxivn. etc. Tliose for the fore and main sheets are
known also as fore and main sheet ** chocks."
Cleats. Pieces of wcx)d with projecting arms, used for belaying ropes.
Coaming. A raised lK)uudary to hatchways, to keej) water from getting'
down, etc.
Cockpit. A spac;* i>elow the after hatchway under the hertli-deck ; usually the
forwurd end of the after passage.
Compressor, in its siinnlr^! t iiiu, an iron lin-er fitted lulow each cliMin-pipe.
Tlh" «'liain i> eontrolied. when running out, l)y beini^ jammed i)eiwet'n the
compressor arm and ed^e of the chain-pipe.
Counter. The rounding of the stern over the run.
Cross-trees. Thwartship timbers, suj)ported l)y tlie l)il)l)s and trestk'-trecs to
sustain the frame of the top, constitute tlie U)Wcr cross-trees. Top-mast
• ross-trees resting on the top-mast trestle-trees, extend the top-gallnnr
shrouds.
Cutwater. The forward part of a ship's l)ow. forming tlie forward edy:e of
t)ie stem.
Dagger-knee. A knee which i> im-lincd diu^ronally. usually to clear a p<irt.
Dayits. Cranes project intif fnmi the siiip'.^ side to lioist boats, etc. .
Deadeye. A round flattish wooden block encircled by an iron sti'.ip and
pierced \v'ith holes to receive a laniard hy means of which rigging and
stays are set un taut.
Dead-^rood. Tiuiber built up on top of the keel to give solid wood for sup-
lK)rting the heels of cant frames.
Decks. The different platforms of ships.
Dispensary. Tlie .ship's pharinacy, usually placed on starboard side of berth-
deck forward of warrant otiicers' rooms, may also l)e in or near sick-bay.
Dolphin-striker. A small spar ])roj«.K*ting downward from below the Iwwsprit
to extend certain rigging of the head-booms and keep the latt<T in ])lace.
Eye-bolt. A projecting IxvU of which, the head is fashioned into an eye, used
for hooking tackles, etc.
Fid. A bar of iron or wood which pa.sses through a fid-hole in the heel of a
mast and rests on the trestle-trees on either side.
Fife-rail. Rails placed around each mast, fitted with* belay ing-pins to belay ropes.
Fish-davit. A movable piece of timber or iron projection, used to raise the
fluke of an anchor and place it on the bill-board.
Fishes. Pieces of wood or iron used in effecting temporary repairs with
injnred masts, yards, etc.
Floor-timbers. Tunbers of the frames which lie directly acro.ss the keel.
Fore and Aft. Lying in the direction of the ship's length.
Forecastle. Tlie upper-deck of a man-of-war forward of the after part of the
tore-channels.
Fore-foot. The forward end of the keel.
Fore-hold. The forward part of the hold, usually e'xtendiug from abaft the
tore passage to about midway between fore and main masts.
Fore-passage. A passageway below the berth -deck leading to the general
store-room and with entraJices on either side to various si)ecial store
rocjms, sail-room, etc.
Fore-peak. The narrow part of a vessi'l's hold close to the bow and under the
lowest deck, often accessible only from the general store-room.
Funnel. An iron band at a mast-head around wliicli the rigging fits.
Futtock-plates. Iron jjlates to which the dcnideyes of the topmast rigginir
and futtock-shrouds are secured.
Futtocks. Timbers of the frame between the floors and top-timbers.
Gammoning. The lashing or iron strap by which the bowsprit is secured to the
stem.
Gangway. The spar-deck on each side of the booms between the quarter-deck
and for««a8tle. Also an open space through the bulwarks as a passage
way in and out of the ship.
General Store-room. Is situated below the berth-deck and at the forward end
of the fore-pasflage.
6 THE SHIP.
Gooseneck. A bent nieoe of iron uaed to connect a boom to a mast hj entering
an eye-bolt or clamp, and capable of movement at tbe curve.
Grating;. An open latticed covering for hatches, etc.
Gripe. A piece bolted on forward of the stem, forming the lower end of the
catwater.
Gun-deck A covered deck of a man-of-war carrying the whole or a portion of
her battery. When the guns are carried on the upper-deck, its name as
spar-deck remains unchanged.
Gun-room. Obsolete expression for the quarters of the commissioned officers.
Gunwale. Tlje covering-piece of the heads of the timbers in a small vessel, or
boat.
Half-deck. That part of the gun-deck between the main and mizzen masts on
each side.
Hammock-nettinf 8. Trough-shaped receptacles along the rail on either side,
ki which the hammocks are stowed. A net- work of ropes was formerly
used for this purpose, hence the term; other nettings will be described, as
used.
Hanging-knee. Knee placed vertically under a deck -beam.
Hatoi. An o[«ning in a deck, forming a passage from one deck to another,
and into the holds.
Hawse-buckler. A plate used for closing the opening of tbe hawse-hole.
Hawse-holes. Holes in the bows of the ship through which pasH the cables.
Hawse-pipe. Iron lining of the hawse-holes to take the chafe of the cables.
Hawse-plug. Plugs which fill the hawse-pipes to prevent the entrance of water
when the cables are unbent. Usually made of canvas and stuffed, then
termed "jackasses."
Head-board, boards placed at the forward and after ends of the hammock-
nettings.
Helm. Strictly, the bar by means of which the rudder is moved from side to
side. Usually understood to mean the rudder, tiller, and wheel, or the
whole of the steering arrangement.
Hold. The interior i^art of ship in which the stores or cargo, etc., are stowed.
In a man-of-war if there are two holds the forward one is called the fore-
hold and the after one. whatever its position, the main hold.
Horse-block. A small raised platform abreast the mizzen-mast, for the use of
the officer of the deck when the ship is not supplied with a bridge.
Hounds. A projection on a mast for the trestle-trees to rest upon.
Hull. The main body of the ship.
Inboard. In the interior of the ship, as distinguished from outboard.
Keelson. A timber in the interior of the sliip bolted on over the keel and
floor timbers.
Knight-heads. Strong uprights on each side of the upper part of the stem to
strengthen the bow and support the bow8i)rit.
Ledges (29). Light beams, parallel to the deck -beams butting on the clamps
and carlings.
Life-rails. Consist of stanchions heeled on the gunwale or planksheer with
chain running from stanchion to stanchion. Pipe may be substituted
for chain.
Light-boxes. Frames in which are set the side-lights of a vessel when under
way.
Limbers. Gutters on each side of the keelson to allow the water to pass into
the pump-well. Limber-boards, the covering of the limbers.
Life-buoy. An apparatus for the assistance of those who may fall overboard.
Locker. A drawer or chest that may be closed with a lock. Shot locker, a
compartment in the hold for storing shot ; cJiain-locker, a similar compart-
ment for the chain-cables.
Magazine. The store-room for the ship's powder.
Main-hold. Tliat portion of the hold which extends from a short distance for-
ward of the main-mast to the break of the orlop-deck.
Manger. Part of the deck divided oflf forward to prevent any water from
running aft that may enter through the hawse-holes.
THB SHIP. 7
Manger-boArd. A plank numing across the deck a short dUrtanoe abaft the
the hawse-pipes, the after boundary of the manger.
Mast-coat. A canvas-coTering fitted around the mast and over the wedges to
prevent leakage around the mast.
Naval-pipe. Same as chain-pipe.
Oakam. Old rope picked to pieces, like hemp, used in caulkinff.
Orlop-deck. Usually a half-deck extending aft from the main -hold, a distance
depending greatly upon the shape of tlie after body.
Outboard. On the outside of the ship, in contradistinction to inboard.
Partners. The framing around a mast-hole, to take the direct strain of the
mast and mast- wedges.
Pawl. An iron arm on a capstan to keep it from recoiling.
Pin-rail. A railing on each side of the ship abreast of the masts, fitted with
belaying pins for securing ropes.
Pay. To pay a seam is to pour hot pitch and tar into it after it has been
caulked.
Poop. A deck raised above the after part of the spar-deck, reaching forward to
the mizzen-mast.
Port. An opening cut in the side of the ship through which a gun nmy be
discharged.
Port. The left side of a ship looking forward, as distinguislied from starboard.
Pump-well. The part of ttie bilge upon which the suction of the pump acts
directly.
Quarter-deck. Usually that part of the spar-deck which extends from the
stem to the main-mast.
Quarter-^alleiy. Projections from the quarters of a vessel.
Rake. The inclination of a mast, etc., from a perpendicular direction to the
keeL
Ridin&^-bitts. The bitta around which the ship's cables are taken.
Rine-bolts. Eye-bolts having a ring through the eye of the bolt.
Rucmer. The instrument by which a ship is steered.
Run. Ttie narrowing of the after part of the ship.
Sail-room. Storage-room for spare sails, hammocks, and sail-maker's stores.
In modern ships usually ojiens into the after-passage ; some vessels have
forward sail -rooms in fore-passage.
Sampson-knee. A heavy timber forward of the riding-bitts which serves to
strengthen the latter.
Shell-room. Storage- room for explosive project! lea
Shore. A post or timber used as a temporary support.
Sick-bay. The hospital of the ship, usually situated forward on the berth-
deck.
Scuppers. Holes cut through the waterways and side to allow water to run off
the decks.
Scuttle. A small circular aperture in a deck not intended for the passage of
persons, through which powder, etc., may be passed from one deck to
another.
Sheathing;. Usaally understood to mean a covering of copper, felt, etc. , placed
over a portion of the ship's surface to protect it. Copper sheathing covers
the immersed part of a ship to protect it from marine growth.
Spar-deck. The upper de^k of a ship-of-war.
Spirketing. The inside planking of a ship extending from the lower edges of
the gun-ports to the waterways.
Spirit-room. A name formerly given to the paymaster's store-room in the after-
part of the after-hold, reserved for stowage of spirits The name applies
at present to the pavmaster's store-room for dry provisions.
Stanchions. Uprights placed under deck-beams to support them in the centre,
also called pillars.
Starboard. The right side of a ship looking forward, as distinguished from
port.
Steerage. The quarters of junior officers and clerks, situated outside the
ward-room on either side of the deck, the space between the two steerage-
rooms being known as the steerage-country.
8 THE SHIP.
Stem. The forward boundary of a nhip, tlio continuation of the keel to the
height of tlu» deck.
Steps of Mast. Places inU> which the lower ends or Jials of lower masts are
secured or stepped. The fore and main masts are stepped at present in
iron siepH fittecl over the main- keelson, with flanges to the sister-keelsons.
The mizzen-mast step is a piece of timber secured to the orlop or berth
deck beams.
Stern. The after-part of the ship.
Stern-post. The after-boundary of the shij). a continuation of the keel, tenoned
into the latter and secured to it in addition by composition ))lates.
Sv^eep-pieces. Ledjres of wood hinged to the inner eilgen of gun-yorts to give
additional facility in trainine: the iruns.
Taffrail. The rail around a ship's, stern.
Tenon. The end of one piece of wood diminished and cut with shoulders to
fit in a hole of another piece, called a mortise.
Thole-pin. Pins fitted in the gunwale of a boat, to be used with a royya ring or
f/rommet as a rowlock.
Thwart, A crosrt-])iec<j in a boat, used as a seat by the oanunen.
Tiller. A bar of wocxi or iron whi':h fits into the rudder-head and by which the
steering is eft(»cted. (S«'e Helm.)
Top. A platform at the <^yes of the hiwrr rigging, supported by the treslh'-
trees and cross-tn»es; the top-ma.st rigging sei.s up at each side of the
top.
Top-gallant Forecastle. A deck raised over the* forward end of the s])ar-deck
extending from the bows nearly or quiti' \o the fore-mast.
Top-rim. The torward edge of a top, roundel to prevent chafe.
Transom. A lx«am extending across the after part of the ship.
Tree-nail. Pin of hard wo(xl u.sed as a fastening in the place of a metallic
Iwlt.
Trestle-trees. Fore and aft pieces on each side of a mast resting on the hounds
to support the rigging, cross-trees, etc.
Truck. A small wmxlen cap on a flag-stafi' or mast-head with holes or sheaves
for halliards. A mast-head truck is also fitted to receive the spindle of
the lightning-rod.
Ward-room. The quarters of the commissioned oflScers of a ship, usually
occupying the after part of the berth-deck. The rooms on the starboanl
side occupi<Ml by the line officers, those on the ])ort side by the staff
officers — the intervening space is styled the ward-room country.
Warping-chock. A block of wood, or metal casting, scored to receive a tow-
line. Bridle-ports arc fitted with such chocks, which can be removeil
when not in use.
Warrant-Officers' Rooms. Usually on the berth-deck, two on each side, for-
ward of the steemge. The boatswain and gunner occupy the starboard,
the caqH'Uter and sail-maker tlie port rcwms.
Waterways. Pieces of timl)er ]>lace<l over the tops of the l)eams and secured
to the l>eams and shi])'s side, tilling the angle between the beams and the
inside of the franie-timlx»rs.
Wheel. A wheel to the axle of which, culled the barrel. an« connected the
tiller- or ir/if(l-r<)\n's by which the rudder is niovrd in steerinc:.
Weigh. To weigh anything is to raise it— to weigh anchor.
Whiskers. Small spars projecting on either side of the bowsprit from the bees,
extending the jib and flying-jib guys.
Wings of the Hold. That part of the hold or orlop which is nearest to the
side.
Wythe. An iron fixture on the end of a mast or boom, bearing a ring through
which another mast or lxK)m is rigged out. Pronounced mth.
Yoke. A cross-piece of timber or metal fitted on the rudder-head when a tillei
cannot be used.
Plate 2
0'
5'
\ I I L^_t L
»•
I t
IS*
-I
A-
Beam Arm
n
I
- •* " — '■ — '-^—
'^IBea'm (i)
r.ti.TXi.T.J
'"'--•■"■- '
THE SHIP. 9
Plate II shows a midship section of a battle-ship of the
Indiana clasQ: such a section as would be obtained by cut-
ting the ship in the middle of its length by a vertical
thwartship plane. This exhibits the general method of
construction of a modern war vessel. The names of the
various parts will be found on the drawing and in the gloss-
ary of the terms. An examination of this plate will show
the difference in shape of material used in iron or steel ves-
sels ; and in those constructed of wood.
The keel (1) consists of two flat plates arranged as shown,
the pieces going to make up its length being joined by straps
of metal. The garboard strakes (2) fit in under the outer
edge of the outer keel plate on each side.
The vertical keel (3) rests on, and is secured to, the flat
keel as shown. The keelson plate (4) is placed on top of
the vertical keel. The flat keel plates are lapped on, and
secured to, the stem which consists of a casting of the de-
sired shape of the bow. Aft, they are similarly secured to
the stern-post, which is also a casting of the desired shape
and size.
There are no dead-woods. The breast and stern hooks
consist of angle-irons secured to tlie inside of the frames
with horizontal thwartship plates secured to them.
The frames are made up, as shown, of the outer or main
frame (5), inner or reverse frame (6), and bracket plates( 7).
These frames are angle-irons of the required size, the cross
section of which forms a Z. In the extremities of large
vessels and, throughout in small vessels, these bracket-plates
are replaced by vertical plates of the required length and
depth called floor plates.
The beams (8) have arms at their ends instead of knees,
by which they are secured to the frames.
Below the protective deck the ship is divided, horizon-
tally, by perfectly flat decks called platforms, most of which
are made water-tight. The vertical subdivisions are made
by bulkheads.
By careful study of Plate 2 and Plates 81 and 82 a very
good idea can be obtained of the construction of a modern
war vessel, together with the internal subdivisions and ar-
rangements.
GLOSSARY.
Armor. Extra thick plates placed around the vital parts of a vessel to piv
vent the entrance of projectiles.
Armor-shelf. The horizontal shelf upon which the armor rests.
Brid^^es. The forward bridge, the after bridge, the upper bridge, the loivfr
bridge, according to situation. A connecting^ gangway between the for-
wara and after bridges, or between the bridge and forecastle or poop
deck, is called the fore and aft bridge.
tower. An armored pilot house.
10 THE SHIP.
Decks. In a modern war vessel the decks are named as follows : —
Main deck. The highest complete deck extending from stem to stern.
ForecuHth deck. A partial deck, ai>ove the main deck, forward.
Poop deck. A partial deck alx)ve the main deck at the stern.
Upper deck. A partial deck above the main deck, amidships ; when the
8[)ace under this deck is not enclosed it is called a bridge deck.
Gun deck. A complete deck between the main deck and the berth deck on
which guns are carried. If there are two such decks they are calleil
giitt deck and lower deck respectively.
Berth deck. The first deck below the main deck used primarily for bftrthinj;
purposes and on which noguns except light rapid-fire guns are carried.
Orlopideck. A partial deck between the berth deck and protective deck or
water-tight deck.
Protective deck. A steel deck of extra strength and thickness designed for
protective purposes. It is divided into middie protective deck, &nd for-
ward (or after) protective deck.
Water-tight deck. A deck worked in the same manner as the protective deck
but of much ligliter material, serving only to keep water from getting
behiw.
Splinter deck. A deck worked immediately under the protective dK*k for
protective purposes.
Deck-lights. Small openings to the deck for the admission of light only.
Deck space. Space between decks; this space takes the name of the deck
above which it is located.
Double bottom. The space l)etween the inner and outer l)ottoms. In the mer-
chant service this is often called the water bottom
Inner bottom. The inner surface of the double bottom.
Freeing ports. Large openings in the bulwarks for permitting the escape of
water.
Man-hole. A small opening just large enough to permit the passage of a man.
Platforms. Partial, flat decks located below the protective deck. Where there
are two they are called, upper platform ana lower platform.
Strake. Applies to layers of plating.
Torpedo port. Opening in the ship's side for the service of torpedo tubes.
Vertical keel. The vertical plate placed on the inside of the flat keel.
Water-tight bulkheads. The internal vertical partitions of a modern vessel
compo.sed of plates and made water-tight. They are designated as follows :
Transverse bulkheads. Thwartship partitions placed as required. The one
farthest forward is made specially strong and called the collision bulkhead.
Splinter or Screen bulkheads. Thwartship partitions worked between the
guns on battery decks.
Longitudinal bulkheads. Fore and aft partitions called middU line e^r winy
bulkheads, according as they are placed in the middle of the vessel or out
toward the sides.
Wood flat. The wood jdanking in metal ships.
Plate 4
THE SHIP.
11
Si>£tx*H And n/ig-g-ing-. The names of the spars
and rigging of the ship are given in the references to
Plate 3.
1.
2.
a
4.
5.
6.
7.
8.
9.
la
11.
i«.
18.
14.
16.
16w
17.
1&
19.
».
91.
M.
«7.
SB.
99.
ao.
31.
34.
88.
39.
Fore rojal stay.
Flying jib Btoy.
Fore topgallant Btay.
Jib etay.
Fore topmast stays.
Fore stars.
Fore tacks.
Flying martingale.
Martingale stay.
Jib gnys.
Jamper gnys.
Back ropes.
Bobetays.
Plying JI^ boom.
Fhring Jib foot ropes.
Jib boom.
Jib foot ropes.
Bowsprit.
Fore royal track.
** mast.
" lifts,
yard,
backstays.
** braces.
Fore topgallant mast and
Fore topgallant lifts,
yard.
'* backstays.
" braces.
Fore topmast and rigging.
Foro topsail lift,
yard.
foot ropes.
" braces.
Fore yard.
"■ brace.
" lifts.
f?aff.
trysail vangs.
tt
40.
4t.
42.
48.
44.
45.
46.
47.
48.
49.
SO.
51.
08.
53.
54.
55.
56.
57.
58.
50.
eo.
61.
68.
68.
64.
65.
66.
67.
68.
69.
TO.
71.
72.
T8.
74.
75.
REFERENCES.
Fore topmast studding sail
booms.
Foremast and rigging.
Fore topmast backstays.
Fore 8heet8.
Main track and pennant.
Main royal mast and back-
stay.
■Main royal stay.
llftP.
yard.
" braces.
Main topgallant mast and
Main topgallant lifts.
*' backstays.
yard.
" stay.
*' braces.
Main topmast and rigging.
Topsail lifts.
^* jard.
** foot ropes.
'* braces.
Topmast stays.
Main topgallant stnnsail
booms.
Main topmast backstay.
" yard.
** foot ropes.
'* mast and rigging.
** lifts.
"• braces.
" tacks.
** sheets.
" trysail gaff,
trysail vangs.
stays.
Mizzen royal track.
Royal mast and rigging.
ti
76.
T7.
78.
79.
80.
81.
8S.
83.
84.
85.
86.
87.
88.
89.
90.
91.
93.
98.
94.
96.
96.
97.
Ms.
99.
100.
101.
108.
103.
104.
106.
106.
107.
10&
109.
110.
111.
Royal stay.
♦' lifts.
" yard.
'* braces.
Mizzen topgallant mast
and rigging.
Mizzen topgallani lifts.
** backstays.
" braces.
yard.
*' stay.
Mizzen topmast and rig-
MuBzen topmast stay.
" topsail lifts.
** topmast backstays.
" topsail bracc9.
** yard.
** ** root ropes.
cross-Jack yard.
foot ropes.
•* Hfts.
" braces.
Mizzen mast and rigging.
•* sUy.
Spanker gaff.
Peak halliards.
Spanker vangs.
Spanker boom.
Spanker boom topping
lift.
Jacob's or stern ladder.
Spanker sheet.
Cutwater.
Port bow.
" beam.
Water line.
Port quarter.
Rudder.
ScLilM. The names of the sails and certain running
rigeing of a ship are given in the following references to
~*la
Plate 4.
Nambs of Sails.
1. Flying Jib.
2. Jib.
Z. Fore topmast staysail.
4. Fore course or foresail.
5. Main course or mainsail.
6. Fore topsail.
7. Main topsail,
a Miczen topsaU.
9. Fore topgallant sail.
10. Main tof^allant sail.
11. Mizzen topgallant sail.
19. Pore royal.
18. Bfain royal.
14. Mizzen royal.
15. Fore trysail.
IC Main trysail
17. Spanker.
1& Lower staddlngsail.
19. Fore topmast stnddingsall.
80. Fore topgiJlant studding-
sail.
81. Main topgallant staddlng-
sail.
OBAB or COUBSIB. '
23. Clew Garoets.
88. Tacks.
94. Sheets.
25. Inner leechline.
86. Outer leechline.
87. Buntlines.
88. Bowline bridles.
Obab of Topsails, stc.
29. Clewlines,
ao. Bowline and bridles.
81. Topgallant clewline.
88. Boyal clewline.
; 88. Fore trysail Tangs.
84. Peak span.
85. Main trysail vangs.
I 86. Peak span.
87. Spanker vangs.
88. Throat bralL
89. Middle brail.
40. Foot brail.
41. Lower studdingsailouthaul
48. Lower studdingsall sheet.
48. Lower staddlngsail clew-
line.
44. Outer halliards.
45. Topmast studdingsall tack.
46. Topmast staddlngsail
downhanl.
47. T*gllt stunsU Uck.
48. Qoarter boat.
49. Waist boat.
Xligr of T^essels (compare Plate 5). Vessels are
divide<raccording[ to their rig into numerous classes, of
^which the following may be mentioned as the principal
types usually met with at sea :
IZ THE ?»HIP.
Th^j Whip (\), Three masted, square rigged on all
three mastM.
Th#^ 1 f iiT'iiiie or I^ai*k (2). Three masted, square
rigged on forf and main, fore and aft rig on the mizzen mast.
^VU4^ I )xi.i*k«f ntine (3). Three masted, square
rigg^'d on the foremast, fore and aft rig on the main and
my///A'X\ mastH,
^ni#* llf'ii^ {:*). Two masted, sijuan* rigged on both
''I''li<» Kf'lerfintiTie. The same as a brig, but with-
out a m]uare mainsail.
^•1145 1 l€^i*iiiiii>hT*oclite Bi'ig' (0). Two masted,
m|uare rigged op the foremast, fore and aft rig on the main-
rriant.
^V\i^*- 'TopMall Schooner (7). Two masted
Hrhooner with a wjuare fort! topsail.
''I''li#^ M<*lioon4»i*. Two masted (8), three masted
(4), or four masted fore and aft rig.
''I''h« Hloop (0). One masted, fore and aft rig.
Note. A vessel is said to be square rigged on a certain
mast, when the sails set on that mast are bent to yards,
and fore and aft rigged when the sails are bent to gaffs.
The topsail yards of merchantmen are almost invariably
double, the topsail being in two parts, the lower part bent
to the low(5r topsail yard and not noisted, the upper portion
bent to the upper yard and hoisted, as in the case of a single
topsail. TIhj clews, or lower comers, of the upper topsail
are shackled to the yard arms of the lower topsail yard,
Vi»hh€»1h ol*\Vtii'5 in the United States Xavy, are
<;luHHifi(?d as follows:
'I'hey are first divi(l(Ml into two principal classes; armored
and ininnnarvd, Thc^ formta* comprises all those which an^
protected f'roni gun attac^k by thick armor; the latter includes
all from wliic^li this protc^ction is absent.
TIh» first class is subdivided into battleships and arm-
tired rr in sens. The foriiKT are either sea-going with high
freeboard and great c()al endurance, or roast defense, with
low f nM'hoard, of which the monitor ty])e is an example.
. I rnawed rruisers luive high speed, great coal endurance,
and in<»dc»rately thick armor. Uaarmored ernisers are ^^/o-
terled l)y a heavy protective deck, extending fore and aft;
or partialltf protected, when the protective deck covers only
th(» vital parts of the vi'ssel. Lnarmored vessels of 2,000
tons displa(*enient and above are called cruisers; below that
sisee, gmdnutts.
Torpedo boats. Small vessels of high speed intended,
e.xelasivelv, for tiring t<»rpedoes.
T}}rpeifo'fH)at Destroffers. Torpedo vessels of from 30(»
to 1000 tons tlisplacement, of great speed, and fitted with
rapitl fire battery in addition to the ordinary outfit of tor-
petlo tubes ami torjHHloes.
CHAPTER II.
THE COMPASS. -THE LEAD. -THE LOG.
The Oompass. A piece of steel which has been
touched by a magnet, if free to move on a pivot, will point
in a definite direction. To this direction, as a standard, all
others may be referred, and any desired course thus fol-
lowed.
The Mariner's Compass is basfed upon this principle. It
consists of the needle, which is attacned to the under side
of a card. Fig. 1, representing the horizon, and graduated
with the thirty-two ** points '"of the compass. The North
end, or pole, of the needle is fixed under the North point of
the card. The needle and card are balanced on a pivot
fixed vertically in the compass-box, or bowl, and the whole
is protected by a glass covering. The bowl is filled with a
liquid composed of 45^ pure alcohol and 55^ distilled water.
This mixture remains liquid at a low temperature exceed-
ing — 10'' Fahrenheit.
As the North mark of the compass-card always points
with the needle to the North, the other marks will of course
point to their respective parts of the horizon.
The variation of the compass and its local errors are not
noticed here, as they may be referred to in any book on
Navigation.
The Luhher*8 Point is a vertical line drawn on the inside
of the bowl of the compass to correspond with the vessel's
head ; the point of the card coinciding with it shows the
course steered, or the direction in which the ship is
heading.
To Box tlie Oompa^^is^ is to name the points
in regular succession, beginning at one point and ending
at the same: thus, commencing with north and going
around with the sun, say : —
North, South-East,
North by East, South-East by South,
North North-East, South South-East,
North-East by North, South by East,
North-East, South,
North-East bv East, South by West,
East North-East, South South-west.
East by North, South- West by South,
East, South- West,
East by South, South- West by West,
East South-East, West South- West,
South-East by East, West by South,
13
14 THE COMPASS.
West, North-West,
West by North, North-West by North,
West North-West, North North-West,
North-West by West, North by West,
North.
Each point is further divided into half -points and quar-
ter-points, and the fractional points are named upon the
same principle as the points themselves ; thus : —
N. i E. N. E. i E.
N. i E. N. E. i E.
N. I E. N. E. J E.
N. by E. N. E. by E.
N. by E. i E. N. E. by E. } E.
N. by E. i E. N. E. by E. i E.
N. by E. i E. N. E. by E. i E.
N. N. E. E. N. E.
N. N. E. i E. E. N. E. I E.
N. N. E. i E. E. N. E. i E.
N. N. E. i E. E. N. E. J E.
N. E. by N. E. by N.
N. E. I N. E. I N.
N. E. i N. E. i N.
N. E. i N. E. i N.
N. E. E., &c., &c.
A quarter-point (or half -point) can obviously be named
with reference to either one of the nearest whole points.
Thus N. \ E. would be defined also as N. by E. J N., and
E. N. E. i E. would be recognized as E. by N. ^ N.
The following are the usual rules for naming quarter-
points : —
1st. From East or West to the nearest whole point, use
for quarter-points that name which ends with the word
North or South. Thus, E. i S., not E. by S. J E.
2d. From N. E., N.W., S. E., or S. W., to the nearest
whole point use that name which ends with the nearest
cardinal point. Thus, N. E. i N., not N. E. by N. i E.;
N. W. i W., not N. W. by W. | N.
3d. in all other cases use that name of the quarter or
half -point which ends with the word East or West. Thus,
E. S. E. i E., not E. by S. i S.
A Dumb Compass is used at the mast-heads, tafifrail,
&c., for taking relative bearings. It consists of a compass-
card painted on a board or cut on a copper plate.
Relative Rearingrw. In referrmg to the posi-
tion of an object, the direction of the wind, &c.,with refer-
ence to the ship, use is frequently made of what are called
relative bearings, instead of givmg the directions in com-
pass-points.
THE COMPASS. 15
i
In Fig. 2, Plate 9, a ship is represented as heading North.
A lighthouse or other object if seen bearing North would
also be said to bear, from that ship : Ahead.
If seen bearing N. by E. : One point on starboard bow.
Bearing N. N. E. : Two points on starboard bow.
Bearing N.E. by N.: Three points on starboard bow.
Bearing N.E. : feroad off starboard bow.
Bearing N.E. by E.: Three points forward of starboard
beam.
Bearing E. N.E. : Two points forward of starboard beam.
Bearing E. by N. : One point forward of starboard beam.
Bearing East : Abeam.
Bearing E. by S. : One point abaft starboard beam.
Bearing E. S.E. : Two points abaft starboard beam.
Bearing S.E. by E. : Three points abaft starboard beam.
Bearing S.E.: feroad off starboard quarter.
Bearing S.E. by S.: Three points on starboard quarter.
Bearing S. S.E. : Two points on starboard quarter.
Bearing S. by E. : One point on starboard quarter.
Bearing South : Astern.
And similarly at N. by W., N. N.W., &c., one point on
I)ort bow, two points on port bow, &c., &c.
To find the direction of the wind, when ship is close
hauled, — A square-rigged ship, when close hauled, can
usually lie no nearer the wind than six points ; therefore, if
a ship be close hauled on the starboard tack, and her head
at North, count six points thence to the right hand, or
towards East, and you will find the wind at E. N.E. The
wind then forms with the keel an angle of six points, so
that if a line at Fig. 2, Plate 9, represents the ship's keel,
{c\ will be the yard when braced up, and (cZ) the direction
01 the wind. In practice the yard is braced up sharper, to
make the sail stand to better advantage.
When the ship is on the port tack with her head NoVth,
the points are counted on the opposite or left side, and the
wind is W. N. W. If the ship's nead be put to any point of
the compass, counting six points to the right or leit hand,
according as the ship is on the starboard or port tack, will
always give the direction of the wind when the vessel is
close hauled.
When the wind is E. by N. , in Fig. 2, the ship is then
one point free, because her head is seven points from the
wind. With the wind East in the figure, it is said to be two
points free, or abeam, as shown in the remarks on relative
Searings. If the wind is at S. in the figure, it is said to be
aft.
After learning to box the compass. with the sun, go
around against the sun, or from North towards West, and
practise with such questions as the following : Ship on the
port tack, heading S. W. f W., how will she head on the
other tack ? With the wind at S. W. and steering due East,
16 THE LBAD.
the ship is hauled up two points and a half, how will she
head ? Close hauled, with the port tacks aboard, heading
S. S.E., you bear up, keeping away six points, how will the
ship head, and how will the wind be with reference to the
ship's beam ? Ship heading N. N.E. on the starboard tack,
a lighthouse is reported from aloft bearing two points abaft
the lee beam, how will it bear by compass, &c., &c. ?
With few exceptions steam vessels steer entirely by
degrees and not by points or fractions of points. As tlie
departure for 1° and 300 miles, is 5.2 miles, the reason for
the change is obvious.
Compass cards are now graduated to degrees as well as
quarter points, and the seaman should be equally familiar
with both methods of graduation.
TTlie I*elox*vxH« This is a dumb compass mounted
on the end of the bridge or other convenient place for taking
bearings. It consists of an outer metal ring with the lub-
ber's point marked on it. Revolving inside of this ring is
a metal plate graduated to quarter points and degrees, in
the same manner as the ordinary compass card. Over the
plate, and revolving on the same vertical axis, is a metal
bar furnished with sight vanes, by which the bearings are
taken. The bar has verniers at its outer extremities for
reading off against the graduated plate below. The plate
and bar can be clamped at will.
THE LEAD.
SoTxiiclingrf*5^ to ascertain the depth of water on
entering or leaving a port, or in any case where there is
supposed to be less than twenty fathoms of water, are
taken by the hand lead. Fig. 3, Plate 0, a quartermaster or
forecastle-man being stationed in the main chains for tlie
purpose ; the lead weighing from seven to fourteen pounds,
and the line being from twenty to thirty fathoms in length.
Hand lead lines are marked as follows :
At 2 fathoms from the lead, with 2 strips of leather.
At 3 fathoms from the lead, with 3 strips of leather.
At 5 fathoms from the lead, with a white rag.
At 7 fathoms from the lead, with a red rag.
At 10 fathoms from the lead, with leather, having a hole
in it.
At 13 fathoms from the lead, as at 3.
At 15 fathoms from the lead, as at 5.
At 17 fathoms from the lead, as at 7.
At 20 fathoms from the lead, with 2 knots.
At 25 fathoms from the lead, with one knot.
At 30 fathoms from the lead, with three knots.
At 35 fathoms from the lead, with one knot.
At 40 fathoms from the lead, with four knots. And so
on.
THE LEAD. 17
These are known as the ''marks.'" The numbers omit-
ted, as 1, 4, C, 8, &c., are called the "deeps;" and they are
spoken of together as the " marks and deeps of the lead
line."
All lead lines should be marked when wet.
Soundings by the hand-lead are taken while the vessel
has headway on, the leadsman throwing the lead forward,
and getting the depth as the vessel passes, while the line is
nearly perpendicular. He communicates to the oflScer the
soundings obtained, thus :
If the depth corresponds with either of the above marks,
he says, "-Bv the mark 5 or 7. If the mark is a little below
the surf ace, ne says, ^^Mark under water 5 or 7." If the
depth is greater, or one half more than any of the marks,
he says, ^'And a quarter^" or '^And a half 5 or 7." If the
depth is a quarter less, he says, *' Quarter less 5 or 7." If
he judges by the distance between any two of the marks
that the depth of water is 4, 6, 8, 9, 11, 12, 14, 16, 18, 19, or 21
fathoms, he says, ''By the deep 4," &c.
On the hand-lead line there are nine "marks" and
eleven "deeps."
Require tne soundings to be given in a sharp, clear and
decidea tone of voice. In steamers, this is certainlv the
best plan, for while the old-fashioned "song" is being
drawled out, the vessel may run ashore.
Tlie I3i:*eaNl>"barid. oi^ l^oj^e, generally the
former, made of canvas, secured at both ends to the rigging,
supports the body of the leadsman while heaving the nand-
leaa.
Besides the breast-band, it is a very good plan to have
fitted, in connection with it, a tarpaulin apron, to cover the
"leadsman" from the feet to the waist. This keeps him
dry and adds much to his comfort.
On going into the chains for the purpose of sounding,
the leaHsman should see the breast-rope properly secured •
liis line clear, and the end made fast. If at night, he should
take the distance from the breast-rope to the water's edge ;
then at each cast deduct this distance from the mark at
hand and give it as the true sounding.
The X>eep-s*ea T^ead. is used in depths of over
*25 fathoms, and weighs from 50 to ]()() pounds.
The deep-sea (pronounced *'dipsey") lead is hollowed
out at the base to receive an anniufj of tallow. When the
lead strikes the bottom, the tallow becomes coated with sand,
¥Bbbles, shells or other substances which show its ^character,
his information, compared with the description of the sea-
bottom given on the chart, often proves of value in deter-
mining the ship's position. Instead of being hollowed out
at the bottom, the deep-sea lead may have a specimen cup,
of brass, at the end» as shown in Fig. 4, Plate (».
iS THK LEAD.
The deep-sea lead line is from 100 to 200 fathoms in
length. Up to 20 fathoms it is marked the same as the
hand lead line.
At 25 fathoms, one knot ;
At 80 fathoms, three knots ;
At 40 fathoms, four knots, etc., etc., and at every inter-
mediate five fathoms, by one knot or a small strand. At
100 fathoms the line is marked with a piece of red bunting.
To Soixnd w^itli the I>eep-sea Lead.
The order is given, Man the chains and pass along the line !
The men are ranged outside the vessel from the weather
mizzen chains to the cathead. The line is passed forward
outside and clear of everything. The lead is sent forward
on deck, and the line bent to it by the captain of the fore-
castle. The line is then hauled forward, each man collecting
a coil of several fathoms in his hand, commencing forward,
until the officer thinks there is line enough out. It is then
snatched in a small snatch-block. Fig. 5, Plate (5, secured to
the after mizzen rigging, or to the weather spanker vang.
the remaining part of it being coiled down in a tub or rack,
or wound on a reel, clear for running. Everything being in
readiness, and the vessel's headway sufficiently deadened,
the officer orders, Stand by! Heave! The captain of the
forecastle heaves the lead as far forward as he can, and at
the same time cries, Watch-ho ! Watch ! And each man, as
the line runs out from his hand, holds it clear of the side,
and repeats the cry, Watch-ho! Watch! In the mean
while, the line runs out until the lead touches the bottom,
or until a sufficient quantity has been run out to satisfy the
officer that no bottom has been found. The men then lay
aft and man the line! and walk forward with it; a petty
officer being stationed by it, to note the depth of water by
the first mark that comes in.
If bottom has been found, it will instantly be known by
the line bringing up suddenlv in running out, or by the
arming on the lead after it is hauled up ; by which the na-
ture of the bottom is known.
In heaving the deep-sea lead, the men stationed in the
chains should be cautioned not to let the line go until they
feel the lead take it, for if the ship is in much shoaler water
than was anticipated, it is thus detected at once.
The I>i»ift I^ead.. While at single anchor, it is
E roper always to have a lead somewhat heavier than the
and-lead, say from fourteen to twenty pounds, over the
side, and resting on the bottom, with a man to attend it.
Of course, this is only necessary in a stiff breeze, or at
night. But in a vessel-of-war, it should be observed as a
standing rule, without regard to the weather. By this you
will have instant notice if the vessel parts her cable or
drags her anchor.
^
LORD KELVir^S SOUNDING MACHINE.
THE LEAD. 19
The Sir TV^illianx Thomson Soixnding^
Misteliiiie, Fig. 10, Plate 7. This consists of a V-shaped
drum on which the wire is wound, mounted in a strong frame.
The drum can revolve independently of the spindle ; or it
may be clamped to it by means of friction plates. There is
a friction plate on each side of the drum. The one on the
left side is rigidly attached to the spindle. The one on
the right side revolves with the spindle, but can slide, in and
out, on it. Just out-board of the friction plate on the right
side, and working on a threaded portion of the spindle, is a
sleeve, carrying a radial arm which may be held in place by
a hinged catch, on the right side of the frame. Turning the
cranks, [which are shipped on the ends of the spindle,] aft.
or in the direction for paying out, the wire, while the arm is
fixed, draws the sleeve out, and releases the friction plates.
Turning the cranks forward, or in the direction for reeling
in, pushes the sleeve in and clamps the friction plates against
the drum. Attached to the drum on the left side is an arm
that moves a pointer on a dial, and thus registers the num-
ber of turns out.
On the end of the wire is a lead toggle, to which about
two fathoms of plaited rope is made fast, the other end of
the rope being bent to the lead in the usual manner. The lead
weighs about 25 pounds and is hollowed out for the arming.
There are two methods of registering the depth. By
means of the depth-recorder, Fig. 1 2, Plate 7, and by means
of a small glass tube, the inner surface of which is covered
with a chemical substance that is discolored by having
water come in contact with it. ( )ne end of this tube is her-
metically sealed, the other end is open.
If using the depth-recorder seize it to the rope about a
fathom from the lead. If using the glass tube take off the*
depth-recorder and seize in its place a brass guard tube.
This machine is used almost exclusively for coasting and
taking soundings in depths not exceeding 100 fathoms. The
number of turns gives the depth only approximately. Up
to 10, or 12 knots the depth in fathoms is about half the
number of turns out; above that speed it is about one-third.
Tlie clepth-recoi-clei* is shown in Fig. 12. As
the lead descends the increased pressure of the water forces
the piston D up the tube, while a spiral spring pulls the
piston back as soon as the pressure ceases. The distance
the piston is forced up against the action of the spring, de-
pends on the depth. The marker C records the depth. As
the recorder goes down, the marker is pushed along the pis-
ton. When the recorder is brought to the surface, the piston
returns to its original po*sition ; but the marker remains at
the place on the scale to which it was pushed, and shows
the depth to which the lead has descended.
Between each cast the nut A should be unscrewed to
20 THE LEAD.
slacken the valve B ; and the recorder should be turned up^
side down to empty out any water that may have leaked in.
A little water in the upper bottle will not interfere with
the accuracy of the indications.
Before each cast see that the nut A is firmlv screwed
up and that the marker is at zero.
Occasionally push a little grease up the piston into the*
tube to keep the leather packing in good order.
To take a cast : have one man at the crank, and one at the
lead, see that the marker on the depth-recorder is at zero,
and that the arming is on the lead. See the lead clear of the
side ; sounding wire clear in the fair leads. When all is
ready, give the order. Let go! The brakeman gives the
crank one turn aft, the catch being down, and the arm in it.
This releases the drum, allowing it to revolve freely and
the wire to run out. Keep the finger pin pressing on the
wire. When the bottom is reached, [shown by the wire
slacking up] give the order, Stop! The br^fkeman imme-
diately gives the crank one turn forward, which clamps the
drum to the friction plate and spindle, throws up the catch,
and reels in the wire. Watch the dial ; and. when the lead is
nearly up, reel in very carefully while the leadsman is clear-
ing the tube and lead.
To use the glass tube take off the metal recorder, seize
on the guard tube, open end up, put in the glass tube, open
end down; put the top on the guard tube and sound as
already described.
Be careful, when reeling in, to keep the open end of tlie
glass tube down until all water is out of it. Apply the
glass tube, open end down, to the scale supplie(l for the
purpose, and read off the number of fathoms shown by the*
discoloration. There is a small correction for the state of
the barometer that may be applied; but it is usually too
small to be considered.
•TameH** Patent Sixl>m.ai»iiie Senti-jy^^
Fig. 13, Plate 8, is an automatic apparatus to give instant
warning of the approach of a vessel to shallow water.
It consists of the kite K, called the Sentry, which is towcMl
astern of a vessel, the forward end of the kite being slightly
inclined downward; the pressure on top keeping it sub-
merged to a uniform depth with a given amount of line out.
Frequent experiments have proved that at speeds varying
from 5 to 13 knots there will be no alteration in the vertical
depth of the sentry.
The kite is of wood, slightly over 3 feet long, and weighs
about 15 lbs. The line used is galvanized pianoforte wire
equal to a strain of 1000 lbs. The wire is wound on a drum
similar to the Sir Wm. Thomson Sounding Machine. A
counter on the left side of the machine shows the vertical
depth at which the sentry is towing, also the amount of
wire out.
THE LOG. 21
Two kites are supplied ; the black kite for depths not ex-
ceeding *M) fathoms; the red kite not exceeding 40 fathoms
depth.
To use the machine slow the vessel to a speed not exceed-
ing 10 knots ; lower the sentry to the depth you expect to run
into, then go ahead at any speed not exceeding 13 knots, with
the black kite; or 10 knots with the red kite. When the
trigger A B strikes the bottom, the catch C is released,
throwing the whole strain on D, thus upsetting the kite and
causing it to rise to the surface. At the same time that the
tension on the wire is reduced, one end of a crank of the
machine on deck is freed, allowing the other end to fall
back, and strike a gong ; the signal that bottom has been
struck. The depth can be verified by getting a cast of the
lead.
This machine should be frequently overhauled to prevent
rusting and should be carefully examined before being used.
THE LOG.
Various methods have been proposed for measuring the
rate at which a ship sails; but that most in use is by the
Log and Glass.
The Log is a flat piece of thin board, of a sectoral or
quandrantal form, Figs. (>« and fo, Plate 0, loaded, on the
circular side, with lead sufficient to make it swim upright
in the water. To this is fastened a line, about 150 fathoms
long, called the log-line, which is divided into certain spaces
called kuotfs, and is wound on a reel, Fig. 7, which turns very
easily. The Glass is of the same form as an Hour-Glass,
Fig. 8, and contains such a quantity of sand as will run
through the hole in its neck in twenty-eight seconds.
>I!ai*liing' the Log'-Line. Previous to mark-
ing a new Log-line, it is soaked in water for a few days, in
order to get it in the condition it will be when in use. From
15 to 20 fathoms is allowed for *' stray-line,'' to carry the
chip out of the eddy of the ship's wake. The length of a
knot is determined (for the 28-second glass) by the following
proportion, viz. : As the number of seconds in an hour is to
the number of feet in a sea mile (one-sixtieth of a degree of
a great circle of the earth,) so is the length of the glass to
the length of a knot, or,
3.000 s : n,()80 ft. =28 s : 47.29 ft.
: 47 feet 3 inches;
therefore the length of the knot is 47 feet :} inches for the
28-second glass.*
* A statute mile is 5,280 toot. To convort sea miles into statute miles,
multiply the former bv 1.153. To convert statute miles into sea miles, multi-
ply by the decimal .808.
22 THR LOO.
The velocity of the ship is estimated in knots and tenths
of a knot.
The limit of stray -line is marked by a piece of red bunting
about six inches long, and each length of 47 feet 3 inches
after that, by a piece of fish-line with one, two, three, etc.,
knots in it, according to its number from the stray-line.
Each length of 47 feet 3 inches (the knot) is subdivided
into five equal parts, and a small piece of white bunting
about two inches long is turned into the line at every two-
tenths division thus formed.
Always, before leaving port, the Navigator has the line
thoroughly soaked for a few days, and then all the marks
placed at their proper distances. He also compares all the
sand-glasses with a watch, and if any should be incorrect,
he makes them run the proper time by taking out or putting
in sand, as the case requires. During daylight, especially
in very damp weather, it is preferable to use a watch rather
than a sand-glass for noting the time. Errors of the glass
due to moisture are connmionly corrected by drying it.
Heaving- tlie X^og. — To find the ship's speed is
called heaving the log, and is thus performed: One man
holds the reel, and another the glass; an officer of the
watch throws the log over the ship's stern, on the lee side ;
or, on the side opposite to the patent log if it be out. When
he observes the stray line is run off, and the red rag is gone,
he cries, Turn ; the glass-holder answers, Twra. Watching
the glass, the moment it is run out, he says. Up! The reel
being immediately stopped, the last mark run oflf shows the
number of knots, and the distance of that mark from the
rail is estimated in tenths. Then the knots and tenths to-
gether show the distance the ship has run the preceding
hour, if the wind or motive power has been constant. But
if the wind has not been the same during the whole hour, or
interval of time between heaving the log, or if there has been
more sail set or handed, a proper allowance must be made.
Sometimes, when the ship is before the wind, and a great sea
setting after her, it will ''bring home" the log. In such
cases, it is customary to allow one mile in ten, and less in
proportion if the sea be not so great. Allowance ought
also to be made, if there be a head sea.
In heaving the lo^, you must be careful to veer out the
line as fast as the chip will take it ; for if it be left to turn
the reel itself, it will come home and deceive you in your
reckoning. You must also be careful to measure the log-
line pretty often, lest it stretch and deceive you in the dis-
tance. Like regard must be had that the glass be iust 28
seconds ; otherwise no accurate accoimt of the ship^s way
can be kept. The glass is much influenced by the weather,
running slower in damp weather than in dry. The glass
may be examined by a watch, as above stated, or by the
following method :— Fasten a plummet on a line, and nang
THE LOG. 23
it on a nail, observing that the distance between the nail
and middle of the plummet be 39^ inches ; then swing the
plummet, and notice how often it swings while the glass is
running out, and that will be the number of seconds meas-
sured by the glass.
If the vessel's speed is greater than four knots the four-
teen-second glass is used instead of the twenty-eight second,
and the nuniber of knots run out is doubled to ascertain the
actual rate of sailing, as the line is graduated for the
twenty-eight second glass. The twenty-eight and fourteen
second glasses are .called respectively the long and short
glasses.
In addition to the chip log. vessels of war are furnished
with *'The Bliss Patent Taflfrail Log" and ^-^The Negus Im-
proved Taflfrail Log." The former is considered reliable for
speeds up to ten or twelve knots, the latter for still higher
speeds. The general features of both are the same.
The :Bli»s Patent TafTir-ail I^og^ (Fig. 9).
This is a mechanical.log, consisting of a rotator, or fly,
which is towed well astern of the vessel, clear of the eddy
currents ; and of a series of geared wheels arranged in a
brass cylinder secured to some convenient place on board
ship well aft. The rotator, as it is drawn through the
water, revolves like an ordinary propeller, and these revo-
lutions are transferred to the geared wheels by means of a
plaited rope about 2O0 feet long. The inner end of this rope
is secured to the outer end of a spindle, the inner end of
which is an endless screw, geared into two small wheels
which transfer the turns to three registering wheels. The
axes of the registering wheels carry pointers that register
speed in knots and tenths, up to 100 knots.
Tlie ^TVeg-us Improved I^atent TafTi^all
(Fig. 11). This log differs from the one just described,
in that the system of geared wheels is provided with a fly
wheel and a governor. The governor consists of a rod with
a ball at each end, the line being attached to the middle of
the rod. The movement of the geared wheels is similar to
a clock made with strong and well proportioned springs.
A length of line, varying with the speed of the vessel, is
reconunended for use with this log.
Both logs should be carried on the weather side of the
taffrail, and the works kept well oiled. The rotator should
be carefully watched to see that it is not fouled by sea-weed
or other floating substances. It must also be remembered
that no patent log of this description can register accurately
in a heavy head sea.
Tlie GrfoiMid. X^og- is the conmion log line with
a haad-lead attached, and is used in tideways and currents,
in soundings, to ascertain the vessel's speed over the ground.
The speed of steamers is generally estimated from the
number of revolutions of the enginea.
CHAPTER III.
ROPE.
There are four varieties of rope in the United States
naval service : that made of the fibres of the hemp plant :
the Manila rope, made of the fibres of a species of the wila
banana ; hide rope, made of strips of green hide, and wire
rope.
In some countries, ropes made of horse hair, of the
fibrous husk of the cocoanut, called coir-rope, and of tough
grasses, are quite common. In our own country, rope has
been made from fibres of the flax and cotton plants. The
metals have also been put in requisition, copper-wire rope
being used for particular purposes, principally for lightning
conductors, and iron and steel wire are in general use for
standing rigging; steel wire being some fifty per cent,
stronger than iron wire of the same size.
Of the manv vegetable substances that are adapted to
rope-making, the best is hemp — hemp-rope possessing in a
remarkable degree the essential qualities of flexibility and
tenacity.
Hemp in its transit from its native fields to the rope-
walk passes through the operations of dew-rotting y scuzch"
ing and hackling. In the first process water dissolves the
glutinous matter that binds the nbrous portion to the woody
core, thus partly setting the fibres free ; scutching breaks
the stalk and separates it still further from the fibre, and
hackling consists in combing out the hemp to separate the
long and superior fibres from the short and indifferent ones
or tow.
The hemp of commerce is put up in bundles of about
200 lbs. each. If good, it will oe found to possess a long,
thin fibre, smooth and glossy on the surface, and of a yel-
lowish green color; free from "spills," or small pieces of
the woody substance ; possessing the requisite properties of
strength and toughness, and inodorous.
Russian and Italian hemp are considered the best, for the
generality of purposes. Rope made from the best quality
of Russian hemp, is more extensively used in the navy than
any other kind.
Italian hemp is only used in the navy for packing for
engines, its cost being more than double that of Russian
hemp. ;
Tne Native American dressed hemp, easily distinguished
24
ROPE. 25
by its dark grayish color, is preferred for many purposes, such
as for marline, houseline, hambroline, and all cordage spun
by hand, the fibre being finer than that of the Russian hemp,
Ootton is a poor substitute for hemp, in rope-making,
lacking its strength and durability. It retains moisture
when once wet, and is liable to rot.
Flax is used sometimes for deep-sea. sounding-lines,
though reeled piano wire has replaced it for this purpose
where great depths are measured.
Sail T^vrine is made of cotton or flax.
The size of ]Rope is denoted by its circumfer-
ence, and the length is measured by the fathom. The
cordage allowed in the ecjuipment of a man-of-war ranges
from IJ (15-thread) to 10 inches inclusive.
ROPE-MAKING.
In rope-making, the fibres of hemp, not averaging more
than three and a half feet in length, must necessarily be
overlapped among themselves and compressed together so
as not to be drawn apart. The required compression is given
by twisting, the fibres being continuously drawn out to-
gether, from a bundle, in the right quantity to produce the
required size of thread or yarn. 'Yarns are then combined
by twisting, and form a strand ; three or four strands, by
twisting, form a rope, and three or four ropes, a cable.
These successive steps, in each of which the twist is re-
versed, cause the strain to be more equally diffused among
the fibres than it would be if these were laid together in
sufficient quantity at once and twisted, and moreover, the ,
alternating directions given to the twist in the several oper-
ations, cause the different portions to bind upon themselves,
and form a permanently firm bundle. The fibres only once
twisted, make but a loose bundle, which, though decidedly
stronger than the same quantity made into a hard-twisted
rope, is not so durable nor so well adapted to the ordinary
purposes of rope.* The actual loss in strength, by twisting,
as found by trial, is about one-third the full strength of the
fibre; its loss in length, from the same cause, being also
one-third.
Rope is made in long buildings called rope-walks. The
size of the yarn varies according to the kind of rope for
which it is intended. Forties — so-called because forty varus
will just fill a half -inch tube — are for the finer kinds of rope ;
twenties, requiring twenty to fill the tube, are for cables,
hawsers, etc. From the spinning-room the bobbins contain-
ing the yarn are taken to the tar-house, where they are
placed in frames conveniently arranged with reference to
the tar-box. This is a long box filled with tar kept during
the operation of tarring at a temperature of 220° F. by means
* The wires which compose the cables of the E^t River Suspension Bridge,
N. Y., are not "laid up," or twisted, but are run straight and bound together.
26 ROPE.
of Steam heaters. The yarns are led from the bobbins in the
frame through two or more guide-plates working in a verti-
cal plane over the tar-box, and convenient for lowering into
the tar; thence to the farther end (between metal rollers,
which press out and return to the box the superfluous tar)
on to a large wooden drum to cool them ; through fair-lead-
ers, and finally to a fresh set of bobbins, where they are
wound up with the utmost regularity.
Rigging is so much exposed to moisture and heat that
hemp would soon decay if not protected. Tar, though really
injurious in its effects upon the hemp fibre, has been found
indispensable to its general preservation.
The manila fiber is cut to the required length, oiled,
drawn, and spun into yarns.
Vai*ietieK ol' R,ope« In rope-making the gen-
eral rule is to spin the nam from right over to left. All
rope yarns are therefore righi-hauded. The strand, or
ready, formed by a combination of suc^h yarns, becomes
left-handed. Three of these strands being twisted together
form a riifht-handed rope, known as plain-laid rope. Fig.
U, Plate 10.
AVliite Hope. Hemp rope, when plain-laid andi
not tarred in laying-up, is called white rope, and is the
strongest hemp cordage. It should not be confounded with
Manila. It is used for log-lines and signal halliards. The
latter are also made of yarns of untarred hemp, plaited by
machinery to avoid the kinking common to new rope of the
ordinary make. This is caWea '' plaited stuff, '^ or '^signal
halliard stuff J'
The tarred plain-laid ranks next in point of strength,
and is in more g^eneral use than any other. The lighter
kinds of standing rigging, much of the running rig-
ging, and many purchase falls are made of this kind of
rope.
Cal>le-l«icl oi* PlaTVssser-laicI H^ope, Fig. 15,
is left-handed rope of nine strands, and is so made to render
it impervious to water, but the additional twist necessary
to lay it up seems to detract from the strength of the fil^re,
the strength of plain-laid being to that of cable-laid* as
8.7 to 6; besides this, it stretches considerably under
strain.
I3a.ek-liMTi<led. H^ope. In making the plain
laid, it was said that the readies were left-handecl, the
yarns and the rope itself being right-handed. If, instead
of this, the readv is given the same twist the varn has
(right-handed), then, when brought together and laid up,
the rope must come left-handed. This is called left-handed
or hack-handed rope. It is more pliable than the plain-laid,
less liable to kinks and grinds when new, and is allowed, in
the navy, for reeving on lower and topsail bracers.
Shi-orwl-lnicl Kope,, Fig. 16, Plate 10, is formed
ROPE. 27
by adding another strand to the plain-laid rope. But the
four spirals of strands leave a hollow in the centre, which,
if unlSUed, would, on the application of strain, permit the
strands to sink in, and detract greatly from the rope's
strength, by an unequal distribution of strain. The tour
strands are, therefore, laid up around a hearty a small rope,
made soft and elastic, and about one-third the size of the
strands.
Experiments show that four-stranded rope, when under
5 inches, is weaker than three-stranded of the same size ;
but from 5 to 8 inches, the difference in strength of the two
kinds is trifling, while all above 8 inches is considered to be
equal to plain-laid when the rope is well made.
All hemp or manila rope aoove 3 inches now issued to
the Xavy is four stranded. All laniard stuff is four stranded.
The heart used in all rope is made of jute.
Tapered Il/ope is used where much strain is
brought on only one end. That part which bears the strain
is full-sized, tapering off to the hauling part, which is light
and pliable. Fore and main tacks and sheets are made of
tapered rope.
IVf £tiiil£|. I^ope seems to be better adapted to cer-
tain purposes on board ship than hemp, being more pliable,
buoyant, causing less friction, and not so easily affected by
moisttu-e. It is used for hawsers, tow-lines, and for light-
nmning rigging and gun-tackle falls.
Large hemp and manila cables have been generally re-
placed by steel wire hawsers ; the latter being much lighter,
stronger, and more durable.
liicle I^oi>e is made of strips cut by machinery from
green hides.
Bolt H^ope is the name applied to rope used for rop-
ing sails. It is made of the best hemp and finest yarns, and
is the most superior kind of cordage.
Small HtuflT is the general term applied to small
rope. It is particularized by tne number of threads or yarns
which it contains, and is further known either as ratline
stuff or seizing stuff.
Ratline StrxlT is three-stranded, right-handed
small sfcuflf of 24, 21, 18, 15 or 12 threads. It is measured by
the fathonoL.
Seizing- Stn£K Is of 9, 6, 4 or 2 threads, and is
measured by the pound. While all varieties of small stuff
may be spoken of as "24, 18, 9, &c., thread stuff," the
smaller varieties have ^Iso special names, according to
their number of threads and the manner of laying up.
We have : • „
Hambroline, two-stranded, right-handed, and
ft'Oiiiidliiie, three-stranded, right-handed. Both of
these are made of fine back or left-handed yams, so that
the stuff itself is right-handed.
2H ROPE.
>I Ai-line^ two-stranded, left-handed.
llonwliiie^ three-stranded, left-handed. Both of
these are made of finer dressed hemp, and have altogether
a neater, cleaner and smoother appearance than spun-
yam.
SpiMi-^^ara is also left-handed, and of two, three
or four strands.
^ For fine seizings and service, hambroline and roundline
(right-handed), or marline and housline (left-handed) are
the kinds of small stuff selected. For ordinary purposes,
spun-yam is used.
;Nettle«!*9 used for hanmiock clews, and where very
neat stops are required, are made by laying up two or three
yams in a taut twist with the thumb and fingers, and then
rubbing it down smooth.
Rumhowline is the name sometimes applied to coarse,
soft rope, made from outside yams, to be used for temporary
lashings, &c.
Rogue's Yam is a single untarred thread, sometimes
placea in the centre of the rope, or in the centre of each
strand, denoting government manufacture.
•Tiinl^: is supplied for the purpose of working up into
various uses — sucn as for swabs, spun-yarn; nettle-stuflf,
lacings, seizings, carinas, gaskets, &c. — of all of which the
supply, in proper kind, is generally inadequate. Good junk
is got out of such material as condemned hawsers — they
having been necessarily made of the best stuff, and con-
demned before being much injured. Old rigging makes
bad junk, not being condemned generally until much
worn.
Of the worst junk, swabs and spun-yarn should be
made ; of the best, nettle and seizing-stuff, lacings, earings,
&c.
Large junk, such as lengths of towlines, should be unlaid
before being put below, that it may admit of being snugly
stowed.
Hlisvkin^s! are odds and ends of yams and small
ropes, such as are found in the sweepings of the deck after
work. They are collected, put in a bag kept for the pur-
pose, and at certain times served out to the watch to be
Eicked into Oakum, a good supply of which should always
e on hand for any calking that may be required, for stuff-
ing jackasses, boat's fenders, &c.
«,opelIlalcel•'*^4 TVincli, Fig. is, Plate 10, gives
a general idea of the winch, in operation.
A loper is a swivel hook, Fi^. 17 (a), which, by revolving
freely, allows the strands to twine up together, by the twist
put in them as the top is withdrawn.
The top, Fig. 17 (b), is a conical piece of wood, scored on
the outside for the reception of the strands. Its use is to
keep the strands separate between it and the winch, and to
i
i
i
I
te
ROPE. 29
regulate the amount of twist in the rope behind it. by being
moved along either slowly or rapidly. When four-stranded
rope is required, a hole is bored through the centre, as a
lead for the heart.
Greixej*al .Uema.r'ks on ]Rox>e« The strength
of a rope-yam of medium size is equal to 100 lbs. , but the
measure of strength of a given rope is not, as might
naturally be supposed, 100 lbs. multiplied by the number of
yams contained in the rope. The twist given to the yarn,
after certain limits, diminishes its strength, as already
stated, and with the best machinery it is scarcely possible
that each yarn of the rope should bear its proper proportion
of strain. The difference in the average strength of a yam
differs with the size of the rope. Thus, in a 12-inch rope,
the average strength of each yarn is equal to 76 lbs., whereas,
in a rope of half an inch, it is 104 lbs.
Experiment has shown that by applying a constant, or
even frequent, strain equal to half its strength, the rope
will eventually break. This seems to be particularly the
case with cable-laid rope, which is the wealcest of all.
It has been ascertained that a good selvagee, carefully
made with the same number arid description of yams, as
the common three-stranded plain-laid rope, possesses about
the same degree of strength.
It has been shown by experiment, that where a span is
so placed as to form an angle less than 30 degrees, the
strength of the two parts of the rope or chain of which it is
composed, is less than the strength which one such part
would have if placed in a direct line with the strain.
Right-handed ropes are coiled down with the sun, or in
the direction pursued by the hands of a watch ; the left-
handed ropes, against the sun. An exception to this rule is
in the hemp cables and hawsers, which are left-handed and
are coiled away with the sun.
In taking out new ringing from a coil, the end should
be passed through the coil and coiled down against its lay
to get the turns out.
Avoid covering hemp rope with leather, especially
green hide, unless good and well-tarred parcelling be inter-
posed.
Rope contracts very considerably by wetting it. Ad-
vantage may be, and often is, taken of this, by wetting
lashings, which are required to be very taut and solid, and
are not. permanent, as the lashing of a garland on a lower
mast for taking it in or getting it out. For the same reason
in rainy weather, braces, halliards, sheets, clew-lines, and
other ngging requiring it, should be slacked up to save an
unnecessary strain on the rope, and avoid the risk of spring-
ing a yard or carrying something away.
Running rigging nas nothing to protect it from the
effects of tne weather, excepting, in hemp, the tar taken up
30 ROPE.
in the process of manufacturt\ and after being wet the air
should be allowed to circulate through it freely. Rope
should never be stowed away until thoroughly drv.
Running rigging, when not in actual use, should be kept
neatly coiled down near the pin to which it belays, taking
care always to capsize the coil that the running part may
be on top, so that it may run clear. In port, during good
weather, the rigging may be coiled down in flemish coils,
that is, perfectly flat, as soon as the decks are dry enough
in the morning, and left so until the decks are cleared up at
seven bells in the afternoon, when the ends should be run
out, the rope coiled down snugly and triced up in readiness
for washing decks in the momine.
When scrubbing clothes or hammocks, soap at times
unavoidably gets on the rigging : it should be carefully
washed oflE oefore the decks are dry.
One rope may be rove by another by putting the two
ends togetner, and worming three yams or pieces of spun-
yam in the lay for three or four inches on each side, and
clove-hitching the ends around the rope, or opening the
strands and laying them in. This is always done when
reeving new braces by old ones, and with running rigging
generfiuly.
Rule to Find the Approximate Strength of Tarred
Rope. — Divide the circumference of the rope by 3 and mul-
tiply the quotient by circumference will give breaking point
in tons, very near. Example: Say 8" — 8-r-3=2.(i(i x8=21^
tons; 2,240=47,786 lbs. Proof by yarns in rope: Yarns in
rope, 426; 8 in 426 x 112=47,712 lbs.
^W^ire H^ope for use in the Navy is manufactured
at the Boston Navy Yard. It is made of galvanized steel
wire A. W. G.* Nos. 24 to 12. All wire is supplied in con-
tinuous coils of not less than 4,000 feet. Annealed wire is
required to stand a strain of 80,000 lbs. per square inch;
hard wire a strain of 175,000 to 200,000 per square inch.
The process of making wire rope is the same in principle as
that of making hemp rope. The wires taking the place of
the yarns. The wires are laid up into strands, each strand
having a heart, sometimes of wire, sometimes of jute. The
strands are then laid up, around a heart, into rope. Wire
rope is six-stranded plain laid, the size and number of the
wires varying with the size of the rope to be made, as in
the following types :
Type A, When strength, rather than flexibility is re-
quired. To be made of plain laid, hard, galvanized wire,
six core wires, and twelve wrap wires. Type A includes
all articles coming under the head of standing rigging,
shrouds, baclj:stays, fore and aft stays, catharpin legs,
reefing jack stays, bitt and deck stoppers, boat spans and
guys, peak and throat spans, triatic stays and spans, pre-
♦ American Wire Gage.
ROPE. 31
venter slings, winding pendants, water whip stays and
pendants.
Type B. When strength and flexibility are both required.
To be made of plain laid, hard, galvanized steel wire, as in
type A, except that the core wires are omitted and a jute
hemp or cotton heart tarred or greased substituted. The
following articles are made from this type : trysail ladders,
swinging boom and stern ladders and pendants, grab ropes,
swinging boom topping lifts, yard lifts, topsail runners, par-
rels and tyes, vang pendants, jib and staysail pendants,
sea anchor bales, ridge ropes, foot ropes for awnings.
Type C. When great flexibility is required. To be made
w^ithout core wires as in type B, but with a greater number
of wrap wires. The following articles are made from this
type: hogging lines for collision mats, wheel ropes, boats
rigging, etc.
Type D. Annealed wire to be used for special purposes,
such as scow lines, seizings, etc. To be laid plain or other-
wise.
Directions for fitting wire rigging. All standing rig-
ging, after being put on a stretch, is to be covered with a
good coat of red lead, mixed with boiled linseed oil then
wormed, parcelled with dry parcelling, and again red leaded
and served over all and throughout. Rigging below 2 inches
to be served with marline, from 2 inches to 3J^ inches to be
served with house-line, larger sizes to be served with round-
line. All nips and around thimbles to be doubly served.
Fore and aft stays to be leathered in collars and nips.
In splicing in thimbles, etc., there must be a seizing be- ^
tween the thimble and first tuck. Splices must be tucked
whole twice, then half, then quarter.
All spans and guys to be served throughout and fitted
with shackles in one end and an oblong or wire thimble in
the other. Lower lifts and boom topping lifts to be served
throughout. Boom pendants and ladders, stern pendants
and ladders to be served throughout, leathered around thim-
bles, the sides of the ladders to be covered with 8-ounce cot-
ton duck between the leather, the duck to come under the
ends of the leather, the end to be secured by a seizing of ^^
inch wire. Boom pendants to be fitted the same as ladders.
Trysail ladders to be served throughout and set up with
brass tumbuckles; boom, stern and trysail ladders are to
have galvanized iron rungs 13 inches long and | inch
diameter.
Deck stoppers to be double served throughout ; fitted with
an iron toggle at one end and a hook \ larger than the cable
at the other end. The toggle to be leathered. The toggle
end to be leathered over the serving one foot and provided
with a manila lanyard 3 fathoms long. Bitt stoppers to be
fitted at the forward end the same as deck stoppers. Ridge
82 ROPE.
ropes and foot ropes for awnings to be served throughout
and set up with turnbuckles.
Grab ropes to be served throughout and covered with 8-
ounce cotton ravens, the ends to be fitted the same as boom
pendants and laciders.
All parcelling used on wire rope must be of cotton sheet-
ing of the best quality, unbleached, closely woven, and free
from sizing of any kind.
To replace hemp or manila by steel wire rope, take wire
rope whose circumference is three-eighths of that of the liemp
or manila.
/
CHAPTER I V.
KNOTTING, SPLICING. ETC.
To Klnot It It ope ^"arn. Fig. 10, Plate 11.
Split in halves the two ends of a rope-yarn, scrape them
down with a knife, crotch and tie the two opposite ends ;
jam the tie and trim off the ends.
An Ovei*-liaiicl I-tnot, Fig. 20, Plate 11.
JS^ t^igxii-e-ot-Ei^lit TLn^yt^ Fig. 21, Plate 11.
A. H^eef lilnot. Fig. 2:5, Plate 11. This knot is
used in tying reef points and small stuff generally. Observe
to bring the end out next its own part, otherwise it will be
a Granny's Knot, which jams and is difficult to cast off.
A I3o\;\--I^ine Klnot, Fig 20, Plate 11.
-^V R^unning^ Bovr-T^ine lilnot. Fig 28, Plate
11. Take the end of a rope, Fig. 27, round the standing part
(b) and through the bight (c) ; make the single bow-line
knot upon the part (d), and it is done.
A. Xio^w-Line linot upon the Bight of a Rope,
Fiff. 30, Plate 12. Take the bight (a) in one hand, Fig. 29,
and the standing parts (b) in the other ; throw a kink or
Cuckold's Neck over the bight (a) with the standing parts,
the same as for the single knot ; take the bi^ht (a) over the
large bights (c, c), bringing it up again : it will then be
complete, Fig. 30. The Best way to sling a man by a bow-
line is to shorten up one of the lower bights, using the
lower part as a seat and putting the arms through the part
next aoove.
A. r*roloiig-e Klnot, Fig. 31, Plate 12.
A. BoAV-line KLnot, formed with a bight to hook
into, as in Fig. 2 is, Plate 33, is used for heavy pulls, on the
ends of rigging luffs, by riggers. Fig, 7l>, Plate 17, shows
an ordinary bow-line knot formed over a ring-bolt to make
a temporary stopper. Shove the bight through the ring-
bolt, take a half hitch with the short end over the bight,
then pass the short end through the bight. A handy knot
when you wish to use a short end of a long coil.
A'^Wall-Klnot, Figs. 32 and 33, Plate 12.
To Ci-o^-n this knot. Figs. 34 and 3o, Plate 1 2.
This is called a Single Wall, and Hinijle Crown,
To I>oixl>le->Vall this knot. Fig. 36, Plate 13. Take
one of the ends of the single crown, suppose the end (b),
bring it underneath the part of the first walling next to it,
and push it up through the same bi^ht (d) ; perform this
operation with the other strands, pushing them up through
• »»>
'J4 KNOTTING.
two bights, and the knot will appear like Fig. 30, having a
Double Wall and Single Crown.
To II>ovil>le-d*o\;\"i:i the same knot, Fig. 37, Plate
13. Lay the strands by the sides of those in the single
crown, pushing them through the same bights in the single
crown, and down through tne double wallmg ; it will then
be like Fig. 37, viz. single walled, single crowned, double
walled, and double crowned. The nrst walling must always
be made against the lay of the rope : the parts will then lie
fair for the double crown. The ends are scraped down,
tapered, marled, and served with spun yarn. Tnis knot is
often used for the ends of man-ropes, and hence frequently
called a Man-rope Knot,
>IattlieAV Walker's linot. Fig. 39, Plate
13. This knot is made bv separating the stranas of a rope,
Fig. 38, taking the end (1) round the rope, and through its
own bight, the end (2) unaerneath through the bight of the
first, and through its own bight, and the end (3) underneath,
through the bights of the strands (1 and 2), and through its
own bight. Haul them taut, and they form the knot. Fig.
39. The ends are cut off. This is a handsome knot for the
end of a laniard, and is generally used for that purpose.
.A^ Siiig-1^ iVXattliew AVallcev, Figs. ^Q and
41, Plate 13. It should have a leather washer around its
neck when exposed to chafe.
A. Singfle ir>iamoii<l T^iiot, Fig. 43, Plate 14.
Unlay the end of a plain-laid rope for a considerable length.
Fig. 42, and with tne strands form three bights down its
side, holding them fast. Put the end of strand (1) over
strand (2), and through the bight of strand (3), as in the
figure ; then put the strand (2) over strand (3), and through
the bight formed by the strand (1), and the end of (3) over
(1), and through the bight of (2). Haul these taut, lay the
rope up again, and the knot will appear like Fig. 43. This
knot is used for the side ropes, jib guys, bell ropes, &c.
J^ Doiible I>ia.iiioiicl lilnot, for the same
purpose. Fig. 44, Plate 14. With the strands opened out
again, follow the lead of the single knot through two single
bights, the ends coming out at the top of the knot, and lead
the last strand through two double bights. Lay the roue
up again as before, to where the next knot is to be made,
and it will appear like Fig. 44.
A- Spi-it-Sail Hli€-et Ii:not, Fig. 47, Plate 14.
A. Stoi>pov lV>i* a Htr-anclecl Ii^^'oot I^oi>o
ox* a LeecMi P^ope, Fig. 48, Plate 15. This is made
by double walling, without crowning, a three-stranded rope,
against the lay, and stopping the ends together, as in tht*
figure. The ends, if very short, are whipped without being
stopped.
A. Stoppc^i' lilnol: on the end of a deck stopper is
>
KNOTTING. 35
made as in Fig. 49, by a single crown and single wall. The
ends are whipped singly and cut off. A deck stopper has a
laniard spliced around the neck of the knot, and a nook and
thimble spliced in the other. When made of wire rope, a
deck stopper is fitted as in Fig. 50, where an iron toggle is
spliced into the end of the stopper in place of the knot.
A. Shi^oud Ji^not. unlay tne ends of two ropes,
Fig. 51, placing them one within tne other, drawing them
close as for splicing ; then single-wall each set of ends —
those of one rope, ag^ainst the lay (i. e. from left to right if
the rope be cable-laid, as in the figiire), round the standing
part of the other. The ends are then opened out, tapered,
marled down, and served with spun-yam. This knot is
used when a shroud is either shot or carried away. Fig. 54
and Fig. 55.
A. French Sliroud Klnot. Place the ends of
two ropes as before, Fig. 61, drawing them close. Laying
the ends on one side back upon their own part, single-
wall the remaining ends around the bights of the other
three and the standing part, and it will appear as in Fi^.
52. When hauled taut, it appears as in Fig. 53. The enas
are tapered, &c., as before. This knot is as secure as the
other, and much neater.
HITCHES.
Hitoliing: a Hope, Fig. 50, Plate 15. This is
called a Half-hitch, Two of these, one above the other.
Fig. 57, are called Two Half-hitches or a Clove-hitch. Fig.
58 represents a half -hitch around a spar; Fig. 50, Plate 10,
a clove-hitch, with a ratline around a shroud.
A Timber— Hitch, Figs. 00 and 01, Plate 10.
A. H^ound Turn a^nd a Half-Hitch, Fig.
02, Plate 10. Used for bending a hawser to the ring of an
anchor.
A. Timl>eir and Half-Hiitch, Fig. 03, Plate
16. Used for bending a line to a spar, for towing, &c.
A. Hlackwall Hitch, Fig. 05, Plate 10. This is
sometimes used with a laniard, when setting up the shrouds.
A. r>oTil>le Black^vall Hiitch, Fig. (W;, Plate
10. It is better, however, to use a strap when a heavy strain
is expected.
A. Cat's I^a^v is used for the same purpose as the
double blackwall hitch. Fig. 70, Plate 10.
• A. Sheep Shank, Fig. 71, Plate 17. This is made*
for shortening a back-stay, &c.
A. H^ollin^ Hiitch, Fig. 73, Plate 17. This is a
good hitch for a stopper, as it will not slip, and is in very
general use. Fig. 74, Plate 10, shows how a stopper is
passed, one of the hitches being omitted.
36 HITCHING.
A. TMEai'ling-Spilce Tliteli, Fig. 75, Plate 17.
Always used in heaving on seizings. The spike is used as
a pry, to heave the seizing taut.
A HariieHH ITitcli, Fig. 76, Plate 17.
A. TVIarlingr Hitcli, Fig. 77, Plate 1 7, is used in
marling down the yams left out from a splice ; for the mar-
ling put over parcelling ; and for making selvagee straps,
&c. It is the same as used for lashing up hammocks, Fig.
78, where seven such turns are allowed.
A. AVeavei-'K Hitcli. See Sheet-Bend,
Uitcliiiigr tlie Iilncl oi* ix H/Ope. Trim the
end off with a knife to the shape of a cone ; then, with a
sail-needle and twine, stitch it around with a loop-stitch,
first taking a few round turns with the twine. When
finished it will resemble Fig. 80, Plate 17. All running
rigging have the ends hitched to prevent unlaying, as in
the figure, instead of the ordinary whipping. All the gun-
tackle falls should have their ends hitcnea, as it is neater
and better than the ordinary whipping.
To Hitch ovei- a H^ingr-l^olt, Fig. HI, Plate
17.
IKa.elitliiig', Fig. H4, Plate 18. To prevent ghafe,
secure one end and hitch right and left handed, alternately.
BENDS.
.A. Slieel T^encl oi- Sing*!^ Uencl, Fig. 85,
Plate IS. It is sometimes called also a Becket-hend, some-
times a Weaver's Hitch.
jK. T3ovxl:>le liencl. Fig. S7, Plate IS, is simply tak-
ing the end around a second time. The single bend is the
most common one in use. The standing part of most pur-
chase falls are thus secured to the becket in tlie strap of the
purchase block, as in Fig. 80.
jV. I^iKliei-iixan'w Bend, Fig. SS. Plate IS. This
is sometimes used for bending the studding-sail halliards to
the yard, but more frequently for bending a hawser to the
ring of an anchor, in which case the end should be stopped
down with spun-yarn. Fig. 81*.
i Tlie Stviclding^ Sail I lalliai-cl I^eiid, Fig.
IM), Plate IS, is preferred to all others for bending halliards
to yards, as it is safe and snug.
"J^ Cai-i-ick Bencl, Fig. 1)2, Plate 18. This bend
is much used for hawsers.
Hawnevs^ are sometimes bent together thus. Fig. 03,
Plate 18; the hawser has a half -hitch cast on it, a throat
seizing clapped on the standing part (b^ and a round one at
(a). Another hawser is rove througn the bight of this,
hitched in the same manner, and seized to tne standing
part (d, e).
CLINCHES — SPLICING. '57
And frequently the ends of two ropes (a, c), Fig. 04, Plate
18, are laid together : a throat seizing is clapped on at (e),
the end (a) is tumed back upon the standing part (b), and
the standing part (d) brought back to (c) ; another throat
seizing is put on each, as at (f ), Fig. 95, and a round seizing
near tne end at (g) ; the same security is placed on the
other side.
A- Ifceevinjsr Line Beiid9 Fig. 96, Plate 18, may
also be used for small hawsers.
In any case of bending hawsers, towlines, &c., the end
should bi securely stoppid down With spuA-yarii, using
racking turns if much strain is anticipated.
The best bend for a hawser to a kedge is a Fisherman's
bend. Fig. 102, Plate 19, or a round turn and a couple of
half-hitches, Fig. 101, with the end stopped down with
spun-yarn.
CLINCHES.
The clinch is made like Fig. 97, Plate 1 0 ; the end of a
bridle or leech line, for example, is rove through the cringle
(f), taken round the standing part (e), forming a circle ; two
round seizings (d) are then clapped on. The clinch on any
rope is always made less than the cringle, &c., through
which the rope is rove.
There is an outside clinch, Fig. 98, Plate 19 ; and an
inside clinch. Fig. 99.
To Bend a Hemp Cable, use an inside clinch. The end
of the cable (a). Fig. 100, Plate 19, is taken over and under
the bight (b), forming the shape of the clinch, which must
not be larger than the ring of tne anchor (d). The seizings
(c), which are called the bends, are then clapped on and
crossed.
SPLICING.
Ropes are joined together, for dilBferent purposes, by
uniting their strands in particular forms, which is termed
Splicing. A splice is made by opening, and separating the
strands of a rope's end, and thrusting them through the
others which are not unlaid. Ropes reeving through olocks
are joined by a long splice, otherwise a short splice is used.
Tlie splice is weaker than the main part of the rope by about
one-eighth. The instruments used for this are Fids, Mar ling-
Spikes, and Prickers.
In addition, for working with wire rope are the follow-
ing : Hack-saws, Marling-spikes with flat end ; Pinchers with
flat nibs, pinchers with round nibs. Wire-cutters, or nip-
¥3rs; Cold-chisel, Heavers, (a) Fig. 290, Plate 28. Dogs, and
uming-in-Machine, Fig. 292.
38 SPLICING.
I9 Fig. 231, Plate 23. From 2 to 3 feet of chain,
from 1-8 to 3-8 in. diameter, with a ring in one end, and a
hook on the other.
Fid, Fig. 103, Plate 10. Made of hard wood or metaL
jVIaT-liiig--Spik:e. Is shaped like Fig. 104, Plate 19.
Made of metal and has a round hole in the upper end through
which a laniard is rove.
j\. Fi-icker is made of metal, hard wood, or bone,
and is used for light work,
An E^^e-Splice, Fig. 106, Plate 19, is made by
opening the end of a rope, and laying the strands (e, f , g)
at any distance upon the standing part forming the Collar
or Eye (a). The end (h), Fi^. 107, is pushed through the
strand next to it (having previously opened it with a mar-
ling-spike) ; the end (i) is taken over the same strand, and
through the second. Fig. 108 ; and the end (k) through the
third, on the other side. Fig. 110. After sticking the ends
once, one-hall of the yams may be cut away from the under
part of the strands, and the remainder stuck again, in
order to taper the splice and make it neater. In a four-
stranded rope, the left-hand end lies under two strands.
Fig. 111.
A. Slioi*t Splice. To splice the two ends of a rope
together, proceed thus : Unlay the strands for a con-
venient length ; then take an end in each hand, place them
one within the other. Fig. 112, Plate 20, and draw them
close. Hold the strands (a, b, c) and the end of the rope (d)
fast in the left hand, or it the rope be large, stop them
down with a rope-yarn ; then take the middle end (1), pass
it over the strand (a), and having opened it with the thimib,
or a marling-spike, Fig. A, push it through under the
strand (c), and haul it taut. Perform the same operation
with the other ends, by leading them over the first and
next to them, and through under the second, on both sides ;
the splice will then appear like Fig. 113 ; but in order to
render it more secure, the work must be repeated ; leading
the ends over the third and through the fourth j or the ends
may be untwisted, scraped down with a knife, tapered,
marled, and served over with spun-yam.
When there is to be no service used, the ends should be
stuck twice each way, otherwise once and a half is
sufl&cient. In anchor straps, and heavy straps generally,
the ends are stuck twice and not trimmed off but tvhipped.
In whipping the strands they should be split and one
part of each whipped, or seized, with one part of another so
as to enclose a strand of the rope on each side of which they
appear.
Al. Slioi*t Splice with a Foui'-Sti-iincled
.ope. Fig. 114, Plate 20.
TTlie Long: Spliee,, Fi^^ 115. Plate 20.
j\. iJwt ox- 13ig-lit Splice, Fig. 120. Plate 21.
Plate 20
SPLICING. 39
norHe-Shoe Spliee9 or span-splice. Fig. 121,
is formed hv splicing the two ends of a piece of rope into
each side of the bight of another rope, where an eye is to be
formed. The len^h of rope used is one-third the length of ^
the eye required, with twice the round of the rope on each
end, in addition, for splicing.
To Loiig"-Spliee a Three stud a Fonr-
Stranded Itope Tog-etliei^ Unlay the ends of
the two ropes to a sumcient length and crotch them ; unlay
one strana of the three-stranded, and fill the space with a
strand of the four-stranded rope ; then unlay a strand of
the four and fill up from the three-stranded rope ; there re-
mains two strands of the foui, and one of the three ; divide
the single strand by taking out one-third, with which knot
to one of the remaining pair, then unlav the other one, and
fill up with the remaining two-thirds ; knot and stick once,
stretch well, and trim off.
Another way is to work three strands as usual, and stick
the fourth strand where it lies. The first plan is the better.
To Short-Splice a Thx^ee and a l^^ovii^-
Sti*aTided IRope. Unlay the ends, and divide one
of the three strands m half, making four strands, and pro-
ceed to splice.
Z^erigt:heiiiiig' a H/Ope ^with an Addi-
tional Strand, Fig. 122, Plate 21. Cut a strand at 1,
unlay until you come to 2, and cut another strand;
unlay both to 3 (equal to the distance from 1 to 2, or there-
abouts), and there cut the last strand ; separate the parts,
and they will appear as in Fig. 122, B. Measure off the in-
creased len^h required from 1, mark it (a), and brin^ the
end of the left-hand piece (b) down to (a), and lay it in.
The second strand, at 2, must have been cut sufficiently far
from (a^ to allow end enough for knotting and laying in.
Twist tne ends (c and b) up together ready for knotting, on
finishing the splice, and (a and e) in the same manner for
the present : the splice will then have the appearance repre-
sented in Fig. 122, c. Cut a piece of rope, and unlay a
strand sufficiently long to fill in the vacant lay between
(f and g), and to knot with the ends (f , g) ; lay the strand
in, and finish off as with an ordinary long-splice, from
which it will only differ in appearance by its having four
breaks in the rope instead of three. In putting in the long
strand, care must be taken to follow the lay along cor-
rectly, or it will not tally with the ends (f, g), with which
it knots.
If it is required to give a sail more spread by inserting a
cloth, the head and foot rope must be lengthened in this
way. For all sizes of rope, take eight times the round for
splicing, in addition to what is wanted to lengthen the
rope. To lengthen two feet, cut the strands tliree feet
apart : and the additional strand must be over nine feet long.
40 SPLICING.
To Shorten a H^ope in the Ceni:i*€3.
Proceed precisely as in the previous case ; but, instead of
separating strand (b) from 1, bringing it down to (a), take
it up on 1 as far as you require to reduce the rope. No
additional strand is used, so Knot (b, f), (d, g), ana (e, c) :
finish oflf the ends, and in appearance it diflcers in no way
from the common long-splice.
To Spliee a Slope arovincl a Thimblo^
Whip the rope at twice and a half its circumference from
the end. The length to go round the thimble should be
once the round of the thimble, and once the round of the
rope, from the whipping to where the first strand is to be
struck. If the splice is not to be served, whip the ends of
the strands, to prevent them from opening out into yams,
and stick them twice, whole strand. If to be served, after
one half of each strand is put through, it is cut oflf, and the
other half is opened out, wormed along the lay, and marled
down. Parcel the thimble.
A. Flen\iHh Eye, Fig. 125. Plate 22.
-A. Grrommet, Fig. 131, Plate 22, is made by unlay-
ing a strand of a rope. Fig. 130, placing one part over the
other, and with the long end (f) following tne lay till it
forms the ring. Fig. 131, casting an over-hand knot on the
two ends, and, if necessary, splitting and pushing them
between the strands, as in the long splice. The test of a
well-made grommet is, to throw it on the deck when it
should lie perfectly flat. Worn or four-stranded rope makes
the best. For CTommet straps for yard or block, take three
times the round of yard or block and three times the round
of the thimble, allowing six times the round of the rope
for splicing. The length to marry the strands is, once tne
round of the block and thimble.
A^i\ .A.x-tilieial or- Si>in<lle E^ye, Fig. 126.
A\"oT"li:inor a d'ing-Ie in ti l-{oj>e. Unlay
a single strand from a rope of the size that the cringle is
required to be ; begin on the left, and put this strand under
two strands of the rope you are working it on ; divide it
into thirds and haul two-thirds of it through, so that the
long leg is from you ; lay the two parts up together so as
to form sufficient for the round of tne cringle, out always
with an odd number of turns, ending witn the long leg
towards you. Fig. 132, Plate 24 ; stick it from vou under two
strands ; bring it round and work back to tne left : put it
under two strands towards you, leaving one strand, inter-
vening between the place you entered it, then back over
one, and down under two, Fig. 133. Now tuck the short
end in under the same two strands in the rope that the
cringle is already worked through, then over one, and
under two ; cut the ends oflf, and serve the cringle
over.
If a cringle is to be worked into the leech of a sail, the
V
l-'iB.iaa FlB.143
SPLICING. 41
strand is taken round the rope and through the eyelet-hole
in the sail, Fig. 134, Plate 24, and the ends are finished off
by taking a hitch round all, and then passed under two,
over one, and under two, as before.
The following are the splices used in working wire rope.
Remember always to tuck the whole strand twice, then a
half, then a quarter.
K;v'e Splic»e in ^Vire H^ope. (As for splicing
in a liook and thimble). Clap on a marline whipping two feet
from the end of the rope, and a similar whipping fifteen
inches farther along. Get the rope on a stretch, paint,
ivorm, parcel, point, again serve between the whippings,
and mark the centre of the eye. Now, break the rope around
the thimble, first by hand, then in the turning-in-machine.
Fig. A, Plate 41), bringing both ends of the service together.
Clap on a good figure-of-eight seizing, around both parts of
the rope and through the thimble ; then take off the turning-
in-machine. Unlay and open out the strands to the first
whipping, cutting out the heart close to the service. Count-
ing to the left, with the hook of the thimble toward j'ou,
tuck No. 4 strand first. Enter the point of a marling-spike
from right to left under two strands of the rope about one
inch from the service and clear of the heart. Push or driv(»,
the spike in about two-thirds of its length, and hammer the
two strands down on both sides of it to prevent their spring-
ing out when the spike is withdrawn. Pull out the spike,
take strand No. 4, throw a half turn in it, stick it under the
two strands, and with a quick jerk to the left and toward
you bring it in place, then give it a pull from you parallel
with the rope. In the same manner, and always under two,
and over one strand, tuck Nos. 5, 3, G, 2 and 1. Tuck onc^e
again, whole, conmiencing with any strand, tucking over
one and under two. Now, with the dog and heavers, heave
each strand in place, beginning with the first one tucked.
Then hammer down the tucks, tuck half of each strand,
heave in place and hammer down, then tuck one quarter
and finish off. Get splice on a stretch, cut off ends of wires,
hammer down the eye and seize in the thimble. Clap on a
round seizing with nine lower and eight upper tm-ns of the
Kuizing stuff.
Hhoi*t: Splice in AVii*e Il.c>p<*. Clap on a mar-
line whipping three feet from the end of one of the ropes to be
spliced; and a similar one two feet from the end of the other
piece. Unlay, and open out, the strands on both pieces, cut
out both hearts, close to the whipping; marry the ends,
heaving them well together. Put a stout whipping around
all the short strands, binding them close around the rope ;
cut the whipping around the short piece and commence to
tuck the long strands as in the eye splice. Twice whole,
and heave in place; once a half, and heave in; once a
[
42 SPLICING.
quarter, and break off the wires and hammt^r down. Then
do the same with the short strands.
Long- Splice in "Wire P^ope. Put on a mar-
line whipping eight feet from the end of one piece of rope,
and a similar whipping on the other piece two feet from the
end. Unlay, and open out, the strands ; cut the hearts out
close to the whipping and draw the two ends together by
hand as closely as possible. Secure a dog around all but one
strand of the short end, and another do^ around all but one
of the long strands ; and, with heavers, jam both ropes close
together. Cut the whipping on the short end, unlay the loose
short strand and follow it up with the loose long strand,
leaving one foot of the strand for knotting. Come up the
dogs and leaving out another long and short strand, clap
dogs around the remaining strands and proceed as before,
laying these strands to within one foot of the first pair.
The second pair left out should be those exactly opposite
the first pair, in order to bind both ropes close together.
Continue in the same manner with the other strands, leav-
ing one foot between each pair of strands. Commence to
knot from the point where the ropes come together. Take
these two strands overhand, knot them, and l)y means of
dogs and heavers on each strand heave the knot taut in the
lay ; tap with a hammer on each side of the knot to prevent
slipping. Come up and take oflE the dogs, divide each of the
strands just knotted into three equal parts and open them
out, close to the knot, tuck these separately over the same
strand and into the lay, the first one to the left, under one
strand, the second under two strands, and the third under
three. Finish up the other strands in the same manner.
Beat down the knots and tucks with a hammer; get the
splice on a stretch and cut the ends of the wires off close to
the rope, and with a hammer, and the point of a spike, tap
the projecting wires down out of sight into the lay of the
rope.
The Splicing- Beiicli^ Fig. 21K), Plate 23. For
convenience in handling wire rope, some rigging lofts are
supplied with splicing benches, which are large tables of
hard wood, plated with iron on the top and sides.
The top of the bench is pierced with holes, into which
may be set steel standards or *'normans,'' by which the
rope is steadied on a stretch. Similar holes are made in
the sides of the tables to receive smaller pins.
SEIZINGS, POINTINGS, GRAFTING, MOUSING, ETC.
Seizing* a rope, is binding the two parts together with
spun-yam, house-line, marline, or small stuff.
All seizing stuff should be well stretched before use.
J^ Sp£iiiisbL ^V^^indlasis, Fig. 135 (a), Plate 24, is
f
SEIZING. 4B
used for heaving two parts of a shroud, or any rope requir-
ing it, together at the nip, before passing the seizing, and
for many similar purposes.
A. Round Seiziner, Figs. 136, i:37, and 138, Plate
24; and Figs. 141, 142, 143, 144, 145, and 14(5, Plate 25. Used
for eyes of lower rigging, &c.
A. Tlxx*oat ^0121x13*9 Fig. 140, Plate 25, is put on
when ropes cross,- and is passed with riding turns, but not
crossed
Ra.ckin^ Seizing, Fig. 147, Plate 25. This seiz-
ing is generally made use of in seizing two parts of rope
together temporarily, but very securely.
A. Flat Seizing- is commenced the same as a round
seizing, but, on the end being rove through the eye, it is
finished off at once with a reef-knot without any riding
turns.
A. Cnclcolcl^s IVeclc, ox* Half Cx^own, is
formed as Fig. 148, Plate 25, with a round seizing. Used when
ropes are fitted for going over a spar, as in Fig. 149, at a.
A. K.OMe Seizing", oi* X^ose L<a>sliing', Figs.
150 and 151, Plate 26, is used when rigging is lashed to
yards, etc., such as foot-ropes, &c. It is passed alternately
over and under each part of the eye, and the end passed
around the crossings instead of cutting it off.
Stopping:^ IS fastening two parts of a rope together,
like a round seizing, but not crossed.
]Vii>pex4ng*9 is making fast the two parts of a lan-
iard or tackle-fall, while the purchase is fleeted. The turns
are taken crossways, Fig. 152, between the parts to jam
them; and frequently a round turn is taken over the
laniard, before every cross : these are called racking turns.
Riders are passed over these, and the end fastened with a
round turn and half hitch, or with a clove hitch, to a part of
the laniard or fall.
WORMING, SERVING, POINTING, GRAFTING, MOUSING.
Spxin-"\rax*n is used for Worming, Serving, Seizing,
&€., as a general rule, but Hamhroline, Rounding, and small
seizing stuff is frequently substituted.
Tvorniing- a itope is filling up the division
between the strands (called the lay of the rope) bypassing
spun-yam, &c., along them. Fig. 153. This is done in order
to render its surface smooth for parcelling.
Worming is in length about once and a half the length
of the rope to be wormed, for each piece.
Pax^celling- a litope^ is wrapping strips of old
canvas round it, well tarred, with edge overlapping, which
prepares it for serving and secures it from being injured by
rain-water lodging between the parts of the service when
44 SEIZING.
worn, Fig. 150. Parcel with the lay, if s(Tvic(> is to be used,
otherwise against it.
Sei'vice is put on to protect the rope from chafe and
the influence of the weather. It is clapped on by a wooden
mallet, Fig. 154, made for the purpose.
The rope is first bowsed hand-taut by a tackle, then
wormed. The end of the spun-yarn for the service is laid
upon the rope, and two or three turns passed round the rope
and over it (the end), hauling them very taut. The mallet
is laid with its groove upon the rope. Fig. 150; a turn of the
spun-yarn is taken round the rope and the head of the mal-
let, close to the last turn which was laid by hand; another
is passed in the same manner, and a third also on the fore
part of the mallet, leading up round the handle (i), which
the rigger holds in his hand. The service is alwaijs passed
against the lay of the rope, so that as the latter stretches,
the tension of the former is not much decreased. A boy
holds the ball of spun-yarn (k), at some distance from tlie
man who is serving, and passes it round, as he turns the
mallet, by which he is not retarded in the oi)eration. The
end is put through the three or four last turns of the service,
and hauled taut.
"Wliippinj? «. P^ope, Fig. 157, Plate 26, is done
to prevent the end from fagging out.
^V Sailmaliei-'s^ ^\^liii>i>iiig- is put on with a
needle and twine — a reef point has such a whipping. Pass
a stitch through the point, take several turns, stick through
again, and pass cross turns from one end of whipping to the
other in the direction of the lay of the rope.
CROWNING, POINTING, SNAKING.
Cr-ovi^iiirigr tlie end ol' a Xl^ope is a rough
substitute for a whipping. With the three strands form a
crown, then stick the end once or twice as in splicing.
To Ci^ov^ii a Ilawnei*. Put a stout whipping
on the hawser, a suflScient distance from the end to allow
for crowning. Unlay the strands to the whipping, and lay
the three inside, or heart strands up together. Then form
the crown with the three outside ones, taking them above,
and covering the remaining three, which, with the heart
strands, should be whipped, and cut off even. Lastly, worm
the ends of the crowning strands back into the lay of the
hawser, and clap stout smooth seizings close up to the crown,
and at the extremity of the worming. Sometimes an arti-
ficial eye is formed with the inner strands.
To l^oint IX Xlope, Figs. IGO and C, Plate 2f;.
SnAkin^ is for the better securing of a seizing, which
is passed round the single part of a rope, and therefore can-
not be crossed. It is done by taking the end part under and
Fig. isa I
PUDDING FENDERS. 45
over the lower and upper turns of the seizing. Fig. 10 1,
Plate 26.
Pointiiiiar ^^ I^ai'gr^ Ha^wser*. Clap on a
whipping of three-yarn nettle-stuflf, snaked. Open out the
strands, lay the heart up three-stranded, and splice a becket
into it, which has previously been eye-spliced into its own
part. Lay the outside yarns up into five-yarn sennet : use,
for filling, a two-yam fox ; ana continue as already snown
Fig. 162, Plate 27.
Cross Pointing-, Figs. 163a and l(>:3b, Plate 27.
Hitoh.iiig' is a very convenient method for covering
boats' awning-stanchions. Fig. 164, Plate 27.
PUDDING FENDERS, OR DOLPHINS.
Piiclding- FeTicleT*«9 oi* I>olpliins, are used
in the navy for launches, being placed outside the boat just
under the gunwale, and permanently secured there.
A piece of rope of the required lenj^h is cut, and an eye
spliced in each end, by means of which it is set up to small
evebolts under the gunwale ; the rope is then marked where
the puddings are to be worked. W orm the rope and form
the puddings with any old stuff, such as old strands laid
lengthwise along the rope, raising the pile in the centre and
scraping off the ends to a taper. Oi* make a tapering pud-
ding by winding spun-yarn around the rope. In forming
the puading, the sides intended to be next to the boat are
flat, and the outer sides a half round.
When formed to the required shape, parcel the pudding
and graft it over, as in Fig. lG5a, or cover with leather, as
in Fig. 1656.
The whole fender is commonly known as a dolphin.
FOXES-GASKETS-TURK'S HEAD.
Foxes for gaskets, &c., are made by taking a number
of rope-yarns, from three upwards, according to the size
intended, and twisting them on the knee, rubbing them
well backwards and forwards with a piece of canvas.
Spanish foxes are made by twisting single rope-yarns back-
handed in the same manner.
Cjraslcetw, Fig. 167, Plate 27, are made by taking
three or four foxes, according to the size, middlmg them
over a pin, &c., and plaiting the three or four parts together
for the length of the eye, Fig. KJO.
Turin's Head, Fig. 108, Plate 28.
Tni^li's JtIgslA ^%voi*l£ecl into a HLoi>e, Fig.
46 SELVAGEES, ETC.
SELVAGEES— REEFING BECKETS, ETC
j\. Selvag-ee is made by warping rope-yam, spun-
yarn, or small stuff, according to tne size required, and
marling down as in Fig. 170, Plate 2s.
A small selvagee may be made by warping rope-yam
around two marling-spikes, stuck in the holes of a grating
at the proper distance apart.
Large ones are sometimes made of small stuff, for get-
ting in lower masts, and are called garlands.
As selvagee straps are soft ^nd pliable, they are the best
for clapping on rigging, spars, &c., as in Figs. 171 and 172.
For tne same reason, stoppers for braces, &c., are made
in a similar manner, as in Fig. 173.
Selvagees may be used tor various purposes. A very
neat and expeditious way of bending stuading-sail halliards
is to use a strap, as in Figs. 174 and 175.
Very neat straps for blocks, may be made of selvagees.
Tieefinof iJeelcetK, Fig. 177, Plate 29, are made
like sennit, after a variety of designs.
These points may be made of manilla-yarns, or four-
yam spun-yarn, with four or five parts in the eye, and
worked down with seven or nine parts ; the length of the
spun-yarn on the two parts to make a point, is once and a
half the length of the point to be made. The eye is made
around a toggle which remains in. If fitted to go around
the jack-stay, plait down six inches from the toggle, then
separate the foxes and plait an eye eight inches long, then
plait down nine inches solid, whip the end with twine and
it is finished.
Sennit is made round, square, or flat, and is used for
various purposes, such as gaskets, ^v,
Oomnaon Sennit. Figs. 170 and 180, Plate 21>.
F'l-encli Sennit. Fig. LSI, Plate 'l\).
H^onncl Sennit. Figs. l<S:i and 18:5. Used for
man-ropes, yoke-lines, &c.
SqxiaT-e Sennit. Fig. 1S4, Plate V.).
SwoT'd 3f:at. Figs. 185, 18<), and 187. Used for
chafing mats.
^V Col^l^lei-'j^ Stiteli is used for joining the sides
of the mat together. Fig. 17(), Plate :J().
Pannch 3Iat. Fig. lt)0, Plate :]0.
IVet iVTi^lcingr. Figs. 103 and 104:. Plate 31.
A. Shot oi- 1^i-eawixi»;y^ :Xet. Fig. 105, Plate 31.
Boats' Fenclei's. The usual hanging-fender for
boom-boats is made of as many parts of spun-yarn as will
give it the requisite dimensions. These are middled and
doubled over the laniard, and a small grommet is driven
over the bights to make them snug, as in making a swab.
SENNIT, ETC. 47
It is then grafted over, either with sennit or foxes, and fin-
ished off as grafting is usually finished ; or by crowning the
end over with the foxes. dB'igs. 197 and 198, Plate 31.
A grommet fender is merely a rope grommet grafted over.
A canvas fender is stuffed with oakum, roped at the
edges, and has a small grommet sewed on the centre, to
keep the chafe oflf.
Leather fenders are used for gigs and cutters.
For another kind of fender for boom-boats, see Dolphin.
Ha^imnoeLc: Clews. Take twelve lengths of
nettle-stuff, middle them, serve round all at the centre, and
5 ass a seizing to form the eye ; then lay one up and one
own, as for a sword mat, bring the outside nettle on each
side across for filling, and leave it out ; form the other rows
in the same manner, and when reduced to two, knot the last
pair. Fig. 200. Plate 31.
Sennit lor Hats. Figs. 201, 202, and 203, Plate 31.
Coir BrxxtsliessJ. Figs. 204 and 205, Plate 32.
To iVroixne a Hoolt. This is done when hoist-
ing a heavy weight to prevent the hook from straightening
out, and on sails, &c., to prevent unhooking. Fig. 200,
Plate 32.
Flog-sheacl Slinks. Fig. 207, Plate 32.
Can-Hoolis. Fig. 208, Plate 32.
A. Tanlc-Toggrle. Fig. 209, Plate 32.
To Sling- a Caslc with a Itope^»-eTicl —
make a bowline knot in the yard- whip, and stick the end
back so as to form a short bight, to which bend the stay-
whip. Turn the bight of the bow-line over its own part,
and slip each bight thus formed over one end of the cask.
Fig. 210, Plate 32.
To Sling a Cask ^ivith the Head
Klnooked in — slip the bight of the whip under the
cask, take a hitch with each part over the head, and knot
them together above. Fig. 211, Plate 32.
Another way, though not quite so safe, is to make a
figure-of-eight knot, and slip the bight under the barrel, as
in Fig. 212.
I3ale ox* Barrel Slings are generally made of
three-inch rope, and of suflScient length to go round the
bale or barrel. They are similar to a long strap, spliced
together with a short splice ; they are passed round the barrel
and one bight rove through the other. Fig. 213, Plate 33.
They are sometimes made long enough to sling two or
three barrels at a time.
Jk. P^arbxiclile, Fig. 214, Plate 33, is a purchase
contrived with a single rope for raising a heavy cask or
other similar weight. The same kind of purchase, though
on a larger scale, is used for getting on board the sheer legs
wrhen masting a ship with one's own resources.
-t'S NETTINGS, ETC.
JACOB'S LADDERS, ETC.
•Tacob^s I^£iclclei:*s are made of wire rope, as in
Fig. 21.5. Plate ^:5, for convenience of passing into the boats,
into the rigging, &c. They lead from the spar deck to the
lower rigging, to enable the topmen to get in the rigging
without getting on the hammocks ; on the lower booms and
main brace bumpkin to facilitate getting in and out of
boats ; and in large ships, to the after-end of the spare top-
sail vard in the chains ; and also from the top-gallant mast-
heads, the lower end setting up to the aiterpart of the
cross-trees.
Snakins- on 13aelcKtix;v"»*s«9 &^e. Seizing a small
rope alternately from one stay to another, to keep either
from falling if shot away. This is only done when prepar-
ing for action. Fig. 216, Plate 33.
NETTINGS.
lVettinsr«*«-i Fig. 217, Plate 33, are made by seizing
together the Fights of small ropes — such as ratline stuff —
leaving uniform spaces or meshes between. The rope is
first marked oflf at equal intervals with chalk, and neat
seizings of twine clapped on. They are used in different
parts of the ship for various purposes.
Jib Nettings seize to the jib guys on each side, passing
under the boom, and are for the purpose of catching and
holding the jib when hauled down, and to save men from
falling overboard when stowing the jib in bad weather.
Staysail Netting, for stowing the foretopmast staysail
in.
Boarding Nettings trice up from the rail to the ridge-rope
to prevent the enemy from boarding. These, when made of
ratline stuff well soaked in tar, sanded, and allowed to
harden, defy the sharpest knife.
Quarter-deck nettings are stretched over the deck like an
awning to prevent spars, &c., from falling on the heads of
the oflBcers in time of action.
Boarding and splinter nettings as well as exterior net-
tings for defence against torpedoes are only furnished in
time of war.
Torpedo jVettingTH. In these, steel rods or wire
take the place of the small rope in ordinary netting, and the
seizings are replaced by metal rings or links.
Collision 3£ats are used to stop the inflow of
water in case a vessel's bottom should be injured in collision
or otherwise. They are carried by all of our vessels of war,
and regular drills are held to familiarize the crew with
their use.
COLLISION MATS. 49
In the United States Navy there are five sizes, as follows :
Xo. 1. Twelve feet square )
Xo. 2. Ten feet square [• For ships.
Xo. 3. Eight feet square )
Xo. 4. Six feet by four feet ( -^ tornpdo boats
Xo. 5. Four feet by three, feet. . . . f ^''^ torpedo boats.
Sizes 1, 2, and 3 are made of No. 1 flax canvas, roped
with 3-inch hemp, backed with cross bands six inches wide.
Xo. 1, three cross bands each way. Nos. 2 and 3, two cross
bands each way, thrummed with 3^-inch hemp thrums, in
rows two inches apart. To be fitted with 3-inch cringles in
corners and 2-inch metal eyelets in ends of cross bands. To
have bridles of 3-inoh hemp on two opposite sides fitted with
crow's feet. Thimbles in bridles to be three inches. Dis-
tance of thimble from middle of side of mat equal to the
len^h of that side. To have dipping or hogging lines at
comers thirty -five fathoms long of 3-inch hemp for Nos. 1
and 2, and of 2J-inch hemp for No. 3.
Sizes 4 and 5 to be made of No. 3 flax canvas roped
with 2i-inch hemp, backed with one cross band each way,
thrummed with 2-inch hemp thrums, in rows |-inch apart.
To be fitted with 2-inch cringles in corners and 1-inch metal
eyelets in ends of cross bands. To have dipping or hogging
lines at corners five fathoms long of 1 J-iiich hemp.
CHAPTER V.
BLOCKS.
Bloclcs are mechanical contrivances, possessing the
Eroperties and powers of pulleys. They are generally made
y machinery, of ash, and are, what are called, made or
mortised.
The made block. Fig. 220, Plate 34, consists of four prin-
cipal parts, as follows : — ^The shell or outside, consisting of
two or more pieces pinned together ; the sheave or wheel
(b), over which the rope passes ; the pin or axle (a), on
wnich the sheave turns, and the strap, either rope or iron,
which encircles the whole, and by which it is confined to its
particular place.
The sheave mav be of metal or of lignum-vitaB ; if the
latter, it is bouchea (c), in all blocks except those used for
the gun tackles. In the patent blocks the bouching con-
tains friction rollers. Fig. 221.
In the common block the bouching is counter-sunk, and
made of a composition of 100 parts of copper and 16 of tin.
The sheaves of blocks used for gun tackles are not allowed
to be bouched, and the pins are made of hardened copper.
The pin of the common olock is made of iron.
Mortised blocks, Fig. 222, Plate 34, are made from a
single piece of wood, mortised out to receive the sheave.
Blocks are single, double, treble or threefold, and four-
fold, according to the number of sheaves contained within
the shell ; are either single or double scored, and are mea-
sured by their length — that is, the length of the shell.
The scores are the notches cut at the ends of the shell to
admit the strap.
The sizes oi blocks used in the navy range from 4 inches
to 22 inches inclusive, as follows : — 4-inch, 5-inch, 6, 7, 8, 9,
10, 11, 12, 14, 16, 18, 20, and 22, single and double of each
size, and treble blocks for the largest purchases.
Not included in the above are viol blocks, large blocks
used for warping, &c.
Bloc'lcH take their name from the purposes to which
they are applied, or from some peculiarity of form, the fol-
lowing being the principal ones in common use : —
Bee-Bloclcss, or simply Bees, are thick, pieces of
oak bolted to the sides of the bowsprit, having heavy metal
sheaves in them for the fore-topmast and fore-topmast
spring stays to reeve through.
50
Plate 34
SHs>SSO
BLOCKS. 51
Ocit-Block, a largje, double or three-fold block,
iron-strapped and composition sheaves. It has a large hook
connected with the strap by a link, to admit play. It is
used to raise the anchor to the cathead. Fig. 225.
Cheelc-BIoelis are made of a halt-shell, and bolt
aeainst a mast or spar, which acts as the other cheek or half
of shell. The chief bolt serves as a pin for the sheave to
turn on. Used on gaffs for brails, &c.
Clew-g-ai^net HloeliH are single, iron-bound,
and hook or shackle to the iron bands on the quarters of the
fore and main yard. They hang under the yard and receive
the clew-garnets, by which the courses are hauled up. The
name also applies to the blocks which hook in the clews of
the sail.
Cle^w-line I31oc1ch are those which are attached
to the clews of the topsails for the clew-lines. Formerly,
the name applied only to the block on the yard, now called
Quarter-block.
Clu-xnp-Bloclc. Strongly made blocks with, a
thick metal sheave, having a large swallow or opening in
proportion to the length. Used for the topsail and top-
gallant lifts in the top ; also on collar of main stay for fore-
topsail brace, &c.
The same name is applied to any short thick block, such
as fore and main tack blocks, &c.
I>aHliei*-I31ocl£ is the small block sometimes
strapped to the extremity of the spanker-gaff, for reeving
the ensign halliards.
liJii.plii*oe. A long piece of wood having a number of
holes in it, through which the crow-foot for the awnings is
rove. It has a score around it for a strap, and is strapped
with a thimble for bending the crow-foot nalliards.
F'ish-Bloclc. For fishing the anchor • a large
double or treble block, iron strapped, fitted with several
links of chain and a hook to hook on the arm of the
anchor.
F'iclclle-KlocliK, Fig. 223, Plate 34, are made with
a long shell so as to have one sheave over the other, the
lower Doing smaller. Used for top-burtons and as hanging
blocks. When used for fore or mam buntlines the two parts
are connected by a swivel.
Fly-Blools: is the upper block of the topsail hal-
liards. It is double, has sister hooks and thimble for hook-
ing to the topsail tye. Friction rollers.
Grln-BlocliH, Fig. 224, Plate 34, are large composi-
tion sheaves which turn m a metal framework. Used prin-
cipally for topsail tyes, and hook to iron bands, made to fit
snugly over the topmast tressle-trees. The name is also
appued to the small metal blocks used aloft for various pur-
poses, such as for topgallant and royal braces, topgallant
Duntlines, etc.
52 X BLOCKS.
CJ-ii't-line ZJlocks are single, through which girt-
lines, or single whips reeve, as the mast-head girtlines, in
rigging ship, etc. oometimes called qantUnes.
H[aiieliig--BlocliJs« Any block depending at a
mast-heaoT as a lead for running rigging ; such as the
fiddle-blocks at fore-topmast head for head halliards and
topsail bunt lines, etc.
•Tstek-BloekH are large single blocks, used for
sending up and down topgallant and royal yards.
Jeei'-BloclcK are large double or treble blocks for
reeving the purchases for sending up and down the lower
yards..
JTe^v^el-Bloclcts are single blocks at the extremities
of the topsail, topgallant, and sometimes, though rarely,
royal yards, through which the studding-sail halliards
reeve. The head oi the studding-sail, when set, is hoisted
to them.
]\i]a.iii-i«t]ieet Bloelc is a double or treble block,
strapped to the main-boom of a schooner or sloop, for the
main-sheet, or a single block for main-sheet of square
riggers.
C^ixai^er-Blocks, on the topsail or topgallant
yards, are double, and are iron-strapped to the quarters of
the yards, to gfive lead to the sheet of the sail above and
clewline of the sail below. On the lower yard they are
single, for the topsail sheet alone, and on "the royal yard
they are single, for the royal clewline alone. Those for the
topgallant and royal yards go with sister hooks, that they
may be readily detached.
Sister-BloclcH, Fig. 226, Plate 34, are formed of
one solid piece and two sheaves, one above the other ; be-
tween the sheaves is a score for a middle seizing, and on
the sides a score for the shrouds to fit in.
Seci^et-BloclcH, Fig. 227, Plate 34, are so made
that the sheave is entirelv screened, the rope leading
through an orifice in the shell just large enough to admit its
free passage, the object being to prevent its fouling by
small gear catching in the swallow and choking it. Used
for clewlines, whicJn are frequently fouled bv reef-points,
and for clew-jiggers. The snell of the block, Fig. 227 (a
and b), is made of lignum-vitse, and has an iron half-strap.
The hooks fitted to this block are known as clip hooks.
Similar hooks are shown in Fig. 228, but opening perpen-
dicular to the sheave instead of opening in line with it.
Hooks fitted as in Fig. 228 are known as sister hooks.
Snatcli-Blocltw, Fig. 229, are always single arid
iron-bound, with swivel hooks. The shell at the breech is
left open, and the strap at that part fitted with a clamp, so
that tne bight of a rope may be '' snatchech''
Teleg*i*apli-1 Jloolv>4 are pyramidal shaped blocks,
with a number of small brass sheaves, used for making
telegraphic signals.
BM«J340a BHa.S40ft
Fia-S-Urt I^iK.S-l I /, I^ia,a43
BLOCKS. 53
Top-Blocks, Fig. 233, Plate 35, are large, single,^
iron-bound blocks, used for sending up and down topmasts.
They hook to an eye-bolt in the lower cap, hooking irom in,
outj so that the bill of the hook points outward, and the
top pendants reeve through them. Sometimes shackled.
Topg-allant-top Block is similar to the above,
but smaller. It is used for the topgallant-mast rope, and
hooks from in, outy to an eyebolt in the topmast cap.
Tye-Bloclis are large, single, iron-bound blocks,
which bolt or shackle to iron bands on the topsail yard, for
the topsail tyes to reeve through.
Viol-Blocks are large single blocks, with a swallow
large enough to take a small hawser.
In the navy -yards there are fourfold blocks of 30 inches
and over, for neavy purchases.
Block-a^nd-Block, or ''two blocks" is the term
applied to a tackle when its two blocks are drawn so close
together that they cease to operate. The act of drawing
the blocks apart is called fleeting the purchase, or overhaul'
ing it.
Blocks should frequentlv be examined, not only as to
strapping, but also by knocking the pin out and inspecting
the Douching. The loss of power, and strain on rope, occa-
sioned by a worn bouch, is considerable. The working
blocks of tackles (for instance, the fly block of topsail hal-
liards) are always more worn than the lower ones, and,
therefore, without waiting until the sheaves shriek and
become dumb, the blocks should be shifted and the sheaves
transposed. This remark applies also to quarter-davit
blocks.
The sheave, on which the hauling part of the rope
works, does most duty ; and this calls for'greater strengtn,
and frequent alterations in upper blocks.
All blocks which stand horizontally must be placed with
the square end of the pin upwards : as, when the shell
shrinks, it is liable to fall out if placed otherwise.
Hanging, Tye, and Quarter-Blocks, undergo great strains
when bracing sharp up ; if the former are two blocks, the
weather halliards snould be eased up suflBciently.
Books. There is no proportion for hooks, so that
while handling heavy weights, unless the hooks be evidently
very strong, it is safer to use a shackle or a good mousing.
More accidents happen from open hooks than from chain or
cordage. Great support may be given a hook by slipping a
link or a shackle over the point, Fig. 234, Plate 35.
Tliimblos are made both perfectly round, and also
with the ends nearly joined. Two are sometimes united
for the purpose of giving easy play to the adjoining straps
or block, as well as a different stand. These are called
Lock-Thimbles.
54 STRAPPING BLOCKS.
STRAPPING BLOCKS.
The majority of the largest blocks supplied to men-of-
war are iron-strapped ; quarter-blocks, brace-blocks, clew-
gamet-blocks, top-olocks, cat-blocks, blocks for boat falls,
and many others are of this class. All the above, except
the cat-blocks and top-blocks, are also provided with fric-
tion rollers, and the same may be said of nearly all iron-
strapped blocks which are not subjected to very heavy
strains. Some blocks are made entirely of iron, such as the
jeer-blocks for small vessel's, secured permanently in the
chain sling. See also Fig. 231, for a treble iron block.
Figs. 229 and 233 show one method of strapping blocks
with iron. Another plan is to use inside iron straps, as in
Figs. 230 and 232, which are probably the strongest straps
yet devised.
When not iron-strapped, blocks are fitted with straps of
hemp or wire-rope.
A wire-rope strap differs from a hemp one in being
wormed, parcelled and served, and in being usually made
of rope one half the size of the corresponding hemp strap.
In wire straps for ordinary single blocks, the splice comes
on the side instead of the breech, to avoid a nip near the
splice.
Hemp-rope for block-straps should be well-stretched, or
until it begins to look ** long-jawed," that is, the angle of
the lay diminished.
Once and a half the round of the block gives a good
measure for the common strap, in which the two ends are
joined by a short splice ; first reeving the ends through the
eye of the hook ; a seizing of marline, houseline, spun-yarn,
hambroline, or larger stuff, according to the size of the
block, is then clapped on between the thimble and the
block.
The splice in the hemp strap should be placed at the
breech of the block. After getting a good strain on the
strap, the splicing ends may be trimmed off.
Covering block-straps at all is objectionable, particularly
if much exposed, as they decay more rapidly and break with-
out warning.
CHAPTER VI.
TACKLES.
Taclile is an assemblage of ropes and blocks,
and is known in mechanics as a sj^stem of pulleys.
The simplest contrivance of this kind is the single whip,
or ffirtline, which consists of a rope rove through a single
sttuionary block. By this arrangement, a better lead is
given the rope, but no power is gained by it.
But this arrangement is extremely convenient and often
absolutely necessary, as in hoisting articles from the holds
to the upper decks, or from the decks to the masts and
yards.
It is quite different, however, when the single block is
movable, or attached to the weight to be moved, and gener-
ally these two principles obtain m all tackles, namely, that
stationary blocks give no gain, but only serve as a lead to
the rope, and all increase of power is derived from movable
blocks.
The block having the greatest number of parts of the fall
should be attached to the weight to be moved, in order to
gain the greatest mechanical advantage. The power gained
IS equal to the number of parts at the movable block.
As, in all purchases, a considerable proportion of power
is expended in overcoming friction alone, and as stationary
blocks, while they serve to augment friction, yield no
mechanical advantage, there should be as many movable
blocks aspossible. -
To X>etermii:ie the IRelatioix of Po^vrer
to A^V^eisrh-t in anj^ system of pulleys, we have to
remember mat the tension on a rope is the same through-
out, from the point hauled on to tnat at which it is made
fast, friction not considered. If we then make a figure of a
system of pulleys, tracing up the tension on each part,
marking the hauling part as 1, we find the purchase by
adding the values thus assigned to each part of rope at the
weight, or reeving through the block at tne weight. When
the rope itself starts with a doubled power as at A, Fig.
253, each part of such a rope must be marked 2 ; if it starts
with a quadrupled power as at B, Fig. 255, each part must
be marked 4, &c.
Plate 36 shows the manner of estimating the power in
this way, with the forms of purchase in ordinary use.
55
ii) TACKLES.
Pig. 244, Single whip ; power gained, none.
Fig. 245, The same with block at the weight; power
gainea, 2.
Fig. 246, Gun tackle, purchase, power gained, 2.
Fig. 247, The same inverted, power gained, 3.
Fig. 248, A luflf tackle, power gained, 3.
Fig. 249, The same inverted, power gained, 4.
Fig. 250, Double purchase, power gamed, 4.
Fig. 251, The same inverted, power gained, 5.
Fig. 252, Single Spanish burton, power gained, 3.
Fig. 253, Double Spanish burton, power gained, 5.
Fig. 254, Bell purchase, for topsail halliards, power
gained, 7.
Fig. 255, Luff upon luff, power gained, 16.
In the above estimate for Bell purchase, the angle be-
tween the two parts, C, D, should be considered.
The general rule for ascertaining the power necessary to
raise a given weight with a tackle, is to aivide the weight to
be raised by the number of parts of rope at the movable
block or blocks, the quotient being the power required to
produce an equilibrium, friction not considered.
To ascertain the amount of purchase required to raise a
given weight with a given power, divide the weight by the
power, and the quotient will be the number of parts of rope
which must be attached to the lower block.
To ascertain what weight given tackling will raise, the
weight a single rope will bear is multiplied by the number
of parts at the moving block.
When one tackle is put upon another, multiply the two
¥owers together to get the total amount of purchase gained,
'hus with a luff tackle, with four parts at the movable
block, the gain is four. A luff upon luff would give an
increase of 16 times, another luff clapped on to the fall of
the second, 16 x 4, or 64 times, &c.
These rules require considerable modification for fric-
tion.
Power can only be increased at the expense of time,
hence there are many cases on board ship where a great
deal of purchase would be a positive disadvantage.
f I'ietion. Perhaps we shall not be far wrong if we
estimate one sixth of the original force to be consumed by
friction each time the rope passes round a sheave. Thus,
supposing the tension or strain on the hauling part be 0,
that on the next will be 5, the next 4, the next 3, and so on.
So that if the strain on the fall of a two-fold tackle be 6, the
strains on the parts of the rope will be represented by the
figures 6, 5, 4, 3, and their sum, 18, will nearly represent the
Sower of the tackle, instead of 24, which it would have been
ad there been no friction ; or about one fourth of the force
would have been consumed by it.
If the rope which passes round the sheave of the block
Plata 36
I'i«.2a^t^/""\
K'ig.S^O
iK.j::j lo
i«Hjc.34.r
1 I 1
w
w
p«1
P==2
P--2
P"3
Fi^.S-l^S
T 1
I
0)
w
jH^iff.aoi
/
I i; 1 n
I
w
P*3
P-4
P-4
P--5
F'ig.Goi^
l''i;X.i*o3
ic.2o--irk
IfMg.255
l\^-<l\J B
1 I
\
\
\
\\ \\
\4 4>
\
P-3
P-5
P-7
P-lo
TACKLES — FRICTION. 57
be small, it will bo more flexible ; a less force will be neces-
sary to "nip" it round the sheave, and there will be less
resistance by friction against the inside of the shell of the
block.
From these considerations, we gather that work is light-
ened by using large blocks and small ropes; the boat-
swain's rule, that the hauling part of a fall bears double the
strain of the standing part, is not far wrong ; that as the
pin of a block is more worn on one of its sides, it should be
frequently turned ; and that as sheaves nearest the stand-
ing part do least duty, they should be shifted occasionally
with the others.
There are about five different purchases in common use,
VIZ *
A. Sing-le TV^iip, Fig. 256, Plate 37, which consists
of a single stationary block and fall. By it the power can
be more conveniently applied to the weight, but no power
is gained. It is therefore, in reality, no purchase at all.
The term whip is sometimes applied to tackles, as the
wcUer^ivhips.
A. X{.ixTiiiei*9 Fig. 257, Plate 37, a single movable
block and fall. In this case, the fall is called the runner,
and has a thimble spliced in the end, for hooking a purchase
to. By it the power is doubled. The main bowline and
topsail tyes are instances of runners. Runners, as in the
figure, are used for setting up backstays, and generally
wherever they can be applied to advantage.
A. GixjLrt Taclcle l^rii-eliiiKcs Fig. 258, ^late
37, is composed of two single blocks, strapped with )ok
and thimble, the standing part of the fall bent to the
becket, or spliced into the strap of the block from which
the fall leads. The advantage derived from this purchase
has been given already. Its gain is as 1 to 3.
A Lull' TacUIe, Fig. 259, Plate 37, consists of a
double and single block, each strapped with a hook and
thimble, the standing part of fall bent to the becket, or
spliced into the strap oi the single block. If the double
block is hooked to the weight, the power is multiplied four
times ; if the single block, then but three times, &c.
A. T>vofoltl Fixreliase-, Fig. 2G0, Plate 37, con-
sists of two double blocks, the standing and hauling part
leading from the same block, and on opposite sides, so that
the block will not cant. The power gained is four or five
times, as it may be applied.
A. Threefold. JPu.i'cliaKc* consists of two treble
blocks, having the fall and standing part leading from the
same block, and from opposite sides. Its power is six or
seven times.
The foregoing are the principal kinds of purchase in use
on board ship ; all others are combinations or modifications
of these, and take their names from the purpose for which
oS TACKLES — FRICTK )N.
or place where used, the foUowing being those in most
general use.
IJoom Tackle^ or boom-jiggers, used in large
ships for rigging in and out the studding-sail booms. In
schooners, the tackle which guys the main boom forward,
when going large.
I3ii.i*toriH are light tackles. The term burton by itself,
is generally understood to apply to those which are nearly
always kept hooked to the pendants, at the topmast heads,
ready for use, and called tojy burto7is. They are the same
fmrchase as a luff, but instead of the common double block
ike a luff, it has a fiddle block, both for neatness and con-
venience, there being but little room close up under the eyes
of the topmast rigging. The falls of these burtons are long
enough to permit both the lower block and hauling end to
reach the deck, with plenty to spare, while the upper block
is hooked to the topmast pendant.
SpaniKli llvxi'tonw are of various styles.
A single Spanish burton, Fig. 2G1, Plate 37, consists of
two single blocks, the standing part spliced in to the strap
of the movable block and the bight seized or bent to the
hook. This increases the power three times.
The double Spaiiish burton, Fig. 253, Plate 'M, has one
double and two single blocks ; the standing part spliced in
the strap of one single block, then rove through the double
or fixed block, and tlie bight seized to the strap of the lower
block, to which the weight to be lifted is hooked. The end
is then rove up through the double block, through the lower
and lastly through the single block to which tne standing
part is secured. This purchase gives an increase of five
times the power applied. Figure 254, Bell's purchase, in-
creases the power seven times.*
A. I>eeli: Tttcflile is a heavy purchase, of a double
and single, or two double blocks. It is used for rousing in
chains, and for heavy work generally.
f iwli Tacltle is a heavy purchase of double or
treble blocks, used for fishing the ancnor ; that is, for raising
the crown to get the inner nuke up to the bill-board after
catting.
^V l^"^<>i*e-Jiiicl-af% Taeltle is one used to get
the awnings on a fore-and-aft stretch. The term is also of
general application to any tackle whose use, for the time
eing, may be in the direction of the length of the ship.
In the same way we have thwartsh ip-tackles.
C^rivtliness are, generally, single whips. The name
applies particularly to those used at the mast-head in get-
tmg up tops, riggmg, &c., when rigging ship. Hammock
Girtlines are simply lines on which to stop scrubbed ham-
mocks for drying. They are fitted in various ways, and
* Seo also Boll's purcluise, and Plat-, Cliapt^^r IX , ITai^liards.
^^
TACKLES. '^'.^
formerly had permanent (nettle) stops attached ; but now the
"long" or harbor clothes-lines are used for the purpose.
Hateli Tackles. These are common luff pur-
chases, and are used generally in the hatches over the
holds. When the upper block is required to be above the
spar deck, it should not be permitted to hook to the lower
stay, but to a long pendant, hooking to the lower cap and
stopped out to the stay by a lizard.
•Jeers, for sendmg up and down the lower yards, are
variously rove. The plan now is, to have one or two double
or treble purchases according to the size of the yard. For
small vessels the blocks (iron) are fitted in one with the
slings. Fig. 262, Plate 37.
•Jig-g-ei's, Fig. 264, Plate 38, are small luffs, having
the double block strapped with one or two tails, and are used
for a great variety of purposes about decks.
1^1x11' Tackle. Double and single block, as already
de?;cribed. But rigging Ivffs used in setting up rigging are
either double or single. f5ouble rigging luffs may oe ordi-
nary luff tackles or double purchases, used for setting up
lower stays, and called stay luffs. Sinp^le rigging luffs have
two single blocks, and are used in setting up shrouds.
In former days when ship's batteries were light, the gun
tackles had only two single blocks, hence the term, gun-
tackle purchase.
Rigging luffs in former days were composed of double
and single blocks, but in time were made up with two
single blocks instead, as the double block was too large,
much in the way, and liable to split in setting up shrouds.
I^endant Tackles are large tackles, composed
of double blocks. They hook to the mast-head pendants,
whence their name, and are used for setting up lower rig-
ging, staying the mast, or steadying it under certain emer-
gencies.
R/eef Tackles are for rousing the leeches of the
top-sails and courses up to the yard arms for reefing. They
are variously fitted, and may be either a luff or a gun-
tackle purchase, as will be explained hereafter.
JEielie vin^ Tackles are for the purpose of hook-
ing to the tiller, m order to steer the ship in the event of
the wheel ropes being shot away in action, or to assist in
steering in very heavy weather, when the motions of the
rudder are sudden and violent. Double and single block.
R^olling" Tackles hook to the quarters of thc^
yards (lower and top-sail) and to the mast, for the puipose
of steadying the yards in a heavy sea, when the ship rolls
much, and to relieve the strain on the trusses, slings, or
parrel.
Huclder Tackles hook to the rudder chains or
pendants, to steer the ship in case of accident to the tiller or
rudder head.
00 TACKLES.
A. IX.\iiiiiei* a^rid Taelcle^ Fig. 205. Plate :^S,
is simply composed of a tackle (double and single block)
attached to a runner. They are for aiding in staying the
lower masts. The power gained is eight times.
Sta^v^ Tackles are those which hook to the triatic
stay, or a lower stay, and are called respectively, forestay
tackle and mainstay tackle — used in getting the boats in ana
out. These are large double or treble purchases with a
hook and several links of chain on the lower blocks. One
link is round, and into it hooks the yard tackle.
jV Sail HTaeUle, Fig. 200, Plate 3S. The upper
block is often double ; the small single block below is to act
as a fair leader, and the fall to act as a guy in keeping the
sail clear of the yards and top when swaying aloft. The
burtons are used as sail tackles.
Stoclc and Dill Taelile is a small tackle used
when securing the anchor.
Tricing- Linew are generally single whips. Some-
times, however, they are gun-tackle purchases, as the fore-
topmast studding sail boom tricing lines.
W'ateli Tacrlde. A common luff purchase or
jigger.
^ >\ liip Jiiid TfcviiiiKM'. Similar to a runner
and tackle, but smaller. The main bowline of a large ship
is a whip and runner.
^"ard TacltleK are large tackles used on the
lower yards, in connection with the stay tackles, for get-
ting the boom-boats in and out, purchasing anchors, &c.
They are called fore and main yard tackles, respectively,
and are fitted with large double or treble blocks, strapped
with single hooks. Fig. 230 shows an inside iron-strapped
treble block for yard tackle.
A\"atei' A^V^liips^ are tackles for hoisting in water,
when it is brought ofif in gang casks ; or for medium
weights generally.
Besides the yard and stay tackles described above, for
hoisting in and out boats, lighter purchases, known as the
yard and stay water whips, are used for getting in provi-
sions, Fig. 207.
This purchase consists of two water-wliips. The upper
block of the stay whip has a pendant which hooks into the
lower cap, and is fitted with a lizard hauling it out to the
collar of the lower stay, where it is secured.
The upper block of the yard whip is fitted with a strap
as in Fig. 207 to go around the yard arm. Both lower blocks
may be fitted with chain pendants and hooks. Sometimes
the lower stay block alone is fitted with chain, the lower
yard block having a hook only.
Besides the foregoing, there are various jiggers and
whips, all of which will be explained when used.
<jrenei'al lteiiiai*li.*s. One great advantage of a
*•'•■'"" *■«.=<«
TACKLES. (>1
tackle on board ship, which renders its application of con-
, stant occurrence when mere power is not wanting, must not
be overlooked ; as, for example, when hoisting, a jerking is
to be avoided, and a steady, gradual strain required, as in
staying a mast. Another advantage of a purchase, when
titt^d to any part of a ship's rig^ng, is that on coming up,
when some little must necessarilv oe given back, only a
mere fractional part is lost on the rope itself, as in the
laniard of a dead-eye, &c.
The p:r(^ater the amount of purchase used, the steadier
will be the strain.
The swallow of a block should be full large in proportion
to the size of the fall ; generallj^ one-tenth of an men swal-
low for every one-fourth of an mch in circumference of the
rope.
The fall of a purchase should have as clear a lead as
possible, and the nauling part be in a line parallel to the
rest of the purchase.
A score is generally cut in the breech of a block to admit
the standing part of the fall being passed under the strap,
so as to splice the end into its own part. When this is done,
the splice should be tapered and neatly served over with
marline. But in jiggers, luffs, deck and pendant tackles,
the standing part is oent to a becket, worked around the
strap of the single block, with a sheet or becket bend, and
the end stopped down. This is to allow the fall to be
shifted, end for end, or to be unrove at pleasure.
Bv reason of friction, the becket in the breech of the
standing block may be much less in size than the fall, as
the fall there bears less strain than at the hauling part, and
the greater the number of parts of a fall, the greater will
this difference be. Notwithstanding this, in neavy pur-
chases, where great weights are to be moved, the standing
Eart is hitched around tne neck of the strap, between the
lock and the thimble ; and it is a good precaution, when
using any tackle for a great strain, to cast off the standing
Eart from the becket and hitch it around the strap. In large
locks, the standing part is made to go on the side opposite
to that from which the fall leads, making it lead fairer, and
Sreventing the tendency of the block to slew in the strap,
ig. 2G8, Plate 38.
VSThen a racking is to be put on a purchase fall, the haul-
ing part is racked to the part next to it.
Sometimes, as in the case of a boat's fall, by the block
capsizing, or through carelessness in overhauling, the fall
gets a thorouqhfoot in it — that is, the parts get crossed ; be-
fore use the thoroughf oot must be taken out.
The following is the result of a carefully-executed ex-
periment with tackles :
A tackle of 2 upper and 1 lower sheave requires on the
fall I of the weight of the resistance in order to raise it, but
02 TACKLES.
only \ to sustain it in its place. In hoisting, the standing
Eart takes a strain of about J of the weight suspended, 1 m
eeping it suspended, and | in lowering tne weight. WheB
composed of one upper and one lower sheave, the fall of thi
tackle requires the exertion of a power equal to about t ol
the weight to move it, and ^ to keep it in eauilibrium, s<
that the strap should be 3 times the strengtn of the fall,
or lltimes its size.
The Pui-clia^e g-stiried l>y Swig-ging" OlE
What is called swigging off — ^that is, pulling at right anglel
to a rope, is, at first, a very great power ; but it decreas<
as the rope is pulled out or the straight line. A purchat
upon this principle may be conveniently applied to severe
purposes. By it a boat may be hauled up on the beach. Al
some distance up from the water, drive m a stake, and neai^
the water, in a line with the boat, drive in another. To the
upper stake secure the boat's painter, passing it along^
against the lower one. Now, bv swigging off upon the"
painter midway between the stakes, the boat's crew will-
pull with an increased power, and if this be insuflScient, ill
may be increased by moving the stakes farther apart.
I
r
f^^
^E
r^'-yVf-i^^t^
CHAPTER VI I.
MASTS AND Y ARD S - RUDDER.-M A STING.
'W^ood.eii Lo"wer*-maeits are made of several
pieces, united by dowels or coaks, and hoops.
In the United States Navy, the made masts consist of
four principal pieces, each of which consists of two or more
f)arcs, scarfed together, when a whole piece, of sufficient
ength, cannot be obtained. These pieces are placed as in
Plate 39 P. The inner corner of each piece is taKen off so as
to leave a square hole .extending tnroughout the whole
length of the mast, in its axis. This admits of a closer con- .
tact of the parts of the mast with each other when the
hoops are set up, and does not take from the strength of the
spar. This hole is one-tenth of the diameter of the mast in
size.
The hoops are placed from three to three and a half feet
apart from each other, and are from four and one-quarter
to five inches wide, and from four-eighths to five-eighths
of an inch thick, according to the class of ships the mast
is made for. They must, liowever, be kept clear of the
wedges at the partners. The scarfings of the piece must be
kept clear of each other (that is, the points of junction in
one piece must be as far as possible from those in an-
other piece), and equally distributed in the mast. There
is a chafing batten on the forward part of the liiast, about
one-fourth the diameter of the mast in width, and one-
eighth in thickness.
The principal parts of a mast are the heady hounds, bibbs,
neck, partners and heel.
The Bovi^sprit is represented in full length in
Plate 39. At the side the bees are shown extending from
the cap to the housing, or where the octagonal form com-
mences.
The Jih-Boom is represented in its place. The
heel is cut to fit in a saddle bolted on the top of the bow-
sprit, and is clamped down by an iron strap; a short dis-
tance outboard is a sheave for a heel-rope.
The Topmant has the cross-trees and cap on.
The Lo^^'ei' "Varcl has in the centre a stout iron
span, to which hook the slings.
The truss is fjihown in a separate figure.
The Topsail "Vard., in two views, shows the
jaws, tve-blocks, bending- jackstay, quarter-blocks for top-
68
04: MASTS.
gallant sheets and additional blocks, forward, for topsail
clew-lines.
Yarcl-Slingrs, Y, Plate 30, are of chain, in length
twice that of their respective mast-heads ; to which must be
added half the length of the forward lower cross-tree, that
being the distance the yard should hang below the top.
Ii-on >f!£iHtH. Iron and steel are now almost exclu-
sively used for making masts and yards.
Figs. A, B, C, and D, Plate 40, are cross sections of iron
masts, showing some of the methods of construction.
Plate 41, illustrates the general method of construction
of a military mast of a modern battle ship.
Figs. E and F, Plate 40, show the mode of fitting wooden
trestle-trees to an iron mast. As there are no shoulders at
the hounds, special provision has to be made for supporting
the trestle-trees, and this is accomplished by worKin^ a
plate and a ring of angle-iron around the mast, and fittmg
Slate-knees, k k, which correspond with the bibbs usually
tted below the trestle-trees of a wooden mast. The plan E
shows the spread of the knees and the arrangement of tho
plaie and angle-iron below the trestle-tree.
It is usual to work doubling plates upon the lower masts
in tlie wake of the wedging decks. These plates give addi-
tional rigidity in wake or the wedges, and also prevent
corrosion in the mast-plate itself.
Fig. G, Plate 40, shows the ordinary mode of forming the
heel of an iron lower mast. The end of the mast is closed
by a circular plate fitted against and connected with the
outside plating. In the centre of this plate there is a square
hole, around which the angle-iron frame a is fitted, the
vertical flange of the angle-iron thus forming the sides of a
mortice in. the heel. When in place, the mast rests on a
stepping plate, upon which is riveted a rectangular box-
shaped frame of iron 6, and the tenon thus formed fits into
the mortice in the heel of the mast.
A man-hole is usually cut a few feet from the lower end
of an iron mast to give access to the interior and for ventila-
tion ; oth^r openings are also made at various heights for
the latter purpose.
Iron and steel have also been used in the construction of
topmasts, topgallant masts and yards, but in these spars the
advantages resulting from the cnange from wood are not so
great as in the case of lower masts. The details of con-
struction for the lighter spars do not differ greatly in prin-
ciple from those described for lower masts. The plating is
usually flush-jointed, and the larger spars have angle-iron,
or other interior stiflfeners.
IVXa.Htinjg'. In fitting out our men-of-war, advantage
is taken of every facility which a navy -yard affords. The
ringing is cut out by the draft furnished by the constructors,
using the Equipment Book of Allowances as a guide. The
.jl:."'~a..
i fn
MASTING. 65
masts are placed by the navy-yard sheers, and the hold
stowed by regular stevedores.
When the navy-yard sheers are used, the mast is brought
down from the spar-shed and placed with its head toward
the ship under the sheers, or masting-derrick. the garland
lashed on and the main purchase toggled, tne fall being
taken to the capstan, or crab, built for the purpose. Con-
venience determines which mast is to be taken in first.
After placing one mast, the ship is hauled ahead, or dropped
astern, to bring the other partners plumb under the purchase.
In the following outline of masting, the work is assumed
to be done without the conveniences of a yard. The vessel,
a frigate, is supposed to be lying in the stream, and her
spars, &c., towed off.
Proceed to support the spar-deck for the weight it will
have to sustain, oy shoring it up fore and aft,* particularly
those beams immediately under the places to be occupied
by the sheers when getting in the masts.
Sling skids outside leading from the gunwale to the
channels, and from the channels to tlie water's edge ; block
up a half -rounded spar in the hammock netting, the upper
surface being well slushed, to lead the parbuckle over, and
proceed.
To lieeve the Pai-bxTelcle, Fig. 269, Plate
42. The main parbuckle consists of a hawser of a suitable
size — say 5-incn — which is middled and the ends rove
through the spar deck ports, a few ports apart (the distance
depending on the length of the sheer legs), from out, in,
leaving tne bight outside. The sheer legs having been
towed alongside, with their heads aft, pass the after end of
the parbuckle down under the head of tne first sheer leg, up
over the gunwale to the opposite water-ways, where the end
is snatched and led forward, having a long luff clapped on
it, if found necessary. The forward end of the parbuckle
is led in like manner, taking it under the heel of the sheer
leg, and thence to the capstan.
Tlie Coixntei* lr*ai'l>iiclcleK^ a a, Fig. 269, are
rove in a contrary way, for easing the sheer legs inboard.
They are rove through the same ports, from in, out, leaving
the centre bight inboard, and the two end bights hanging
down inside to catch the sheer leg when it comes over the
gunwale ; the ends are led down through the gun deck ports
and taken around spars lashed fore and aft in the ports,
having hands to attend them to ease the sheer Icffs down.
Have a stout spar laid across the gunwale well ait to rest
the heads of the sheer legs on when on board.
When ready, clap on the luff, man the bars, and '^ walk
airay." When "high enough," or up with the gunwale,
* Shores are stout pieces of timber or joist, placed under a Ix-am and resting
on a block. To give the deck abore a projier support, tliey must bt* \vecJg(»d up.
66 MASTING.
^' avast heaving,'' arrange the counter parbuckles under
head and heel, and set taut. Now pull up on the main, and
ease away on the counter parbuckle, land the heel on the
deck, the head resting on the thwartship spar placed for the
purpose, roll it over, lift the heel over the capstan and get
it in its proper position for forming the sheers ; a spar may
be placed from the gunwale to the capstan, and the sheer
leg got thence to the opposite water-ways. The second
sheer le^ is got on board in the same manner, and placed
for lashing.
Note. Instead of using parbuckles, the sheer legs may
be got on board by means of a pair oi small sheers, raked
over the taff rail.
Fore and main topmasts or lotver yards may be used for
sheer legs ; in the latter case, the yard-arms must be well
strengthened, or fished and woolded, by lashing around
them small spars, or made fishes of stout oak plank, using
well-stretched rope, and tautening the lashes by wedges.
The lashing around the spar is termed a woolding.
The SlieerK. The sheer legs oein^ on board, cross
their heads (with the port leg uppermost if the masts are
taken in on the starboard side), square the heels and spread
them about two-thirds the breadth of beam at the mizzen
partners, so that when spread out to their full extent, the
sheer head lashings may be tautened.
For sheer head lashings, take a piece of good 3^ or 4-inch
rope, well stretched, middle it and make one end fast to the
sheer leg, near the cross ; with the other end pass the requi-
site number of figure-of-eight turns round both spars and
take a couple of half -hitches with the end around one leg.
With the first end, pass a number of round turns, filling up
the intervals between the figure-of-eight turns, pass irap-
Eing, or cross turns, and secure the two ends with a square
not.
After passing the sheer head lashing, spread the heels
and place them in the shoes. The shoes should be of stout
oak plank, long enough to rest upon at least two of the
spar deck beams. A saucer is cut out of the centre to rest
the heel in, and on the forward and after side an eye-bolt is
placed for lashing the heel to. There are eye-bolts in the
forward and after ends, for hooking fore and aft shoe-
tackles to, to aid in the transportation of the sheers. Lash
the heel to the shoe temporarily. Hook the after heel
tackles to straps around the heels and set them taut, and, as
an additional security, when raising the sheers, shift the
forward heel tackles ait.
The >£ain. I^u.i'chase. Lash on the upper
block of the main purchase, so that it will hang directly
under the cross. It should be a large threefold block,
strapped with two single straps and fitted with a large
thimble, to hang by a lashing passing over the cross of the
shear head.
r\-* — SignaJ Laoitra
1
-^
Enlaigcd SecHon on Xiat AJ^
Showing Ffiuning of MasU
MASTING. 67
The straps of the main purchase blocks should be well
parcelled and marled. The lower block is double-strapped,
with eyes for tojg^gling, Fig. 235, Plate 35. Take the lower
block of the main purchase to the bowsprit hole, and toggle
it there with a suitable spar.
The fall should be new 5^-in. Manila rope. Begin with
the stfinding part and reeve it from forward^ aft^ through
the side sheave of the upper block, beginning on the side
opposite to that intended tor taking in the masts ; thence
through the corresponding sheave in the lower block, and
so on until rove full, when clove hitch it around one of the
forks close to the lashing, and stop the end down to its
own part. Snatch the fall in some convenient place near
where the lower block has been toggled, and take it to the
capstan.
If apprehensive that the upper purchase block will slue
in its strap, by the greatest strain coming on one side, the
fall may oe rove so as to lead from the centre sheave —
but this brings a cross in the fall, and is, therefore, objec-
tionable.
Tlie Siiia.ll FurcliaKe^ Griivs, &c. The
upper block of the small purchase is double, and lashes to
the after fork so as to play clear of the main purchase.
Lash a single block to each fork above the small purchase and
reeve stout girtlines. For sheer-head guys, clove-hitch a
couple of stout hawsers over the sheer head, leading two
ends forward and two aft, and to each clap on a luflE-upon-
luff for convenience in setting up and easing off, without
surging. Belly guys are put on in the same way, about
one-third the distance down each leg, cleating the hitches
to prevent slipping, and clapping on luffs. On Qach sheer
leg just above the shoe, put good straps, and hook and
set well taut a thwartship tackle to ease the strain on the
water-ways ; lastly, pass a bulwark lashing either to the bul-
wark, or to a stout toggle placed outside of the spar-deck
ports.
Raisins* tlie Slieers. The main purchase fall,
being led to the capstan, the heels temporarily lashed to the
shoes, and the forward and after shoe and heel tackles, both
hooked aft, to prevent the sheers from launching forward
as the strain is brought on the main purchase ; the thwart-
ship heel tackle set well taut, and plenty of hands to take in
the slack of forward guys, and others to attend after ones,
man the capstan, and heave around, catching the sheers as
they rise, by the thwartship spar.
When nearly up and down, or at an angle of about
eighty degrees with the spar deck, " avast heaving," lash
the heels in the shoes securely, shift the forward heel and
shoe tackles, cast off the bulwark lashings, and transport
the sheers to just forward of the mizzen partners (having
previously wet the deck), by moving one leg at a time. The
<I8 MASTING.
sheers should have a slight rake aft, and the main purchase
hang plumb with the mast-hole. The fall may lead through
a blocK toggled through the ward-room sky-li^ht and thence
to the capstan. When the sheers are in position, set up the
after head and belly guys, leading to the quarters ; ana the
forward ones, leading well forward ; set taut the th wartship
tackle, and pass the bulwark lashings, or substitute for it a
good tackle — the main object of which is to prevent the
opposite heel from rising when raising the mast from the
water. Now overhaul down outside the main purchase and
toggle to the garland on the mizzen-mast. Fig. 271,
Plate 42.
Tlie r>er*i*icl«:. It may occur that the angle of
the sheers with the deck, before raising, is so small that
the main purchase will not be effective, in which case
it will be necessary to start them up with a derrick, as
follows :
A small stout spar (say a stump top-gallant mast) is
placed between the cross of the sheer-forks, where it is re-
tained by a loose lashing. Hook a stout tackle from the
head of this spar to the sneers, and attach two other (cant-
ing and heel) jiggers together with head-guys, as in Fig.
272, Plate 43. With these, get it erect, slushing the spar
and the forks at their points of contact. Now, with the
assistance of the tackle, the head of the sheers c&n be
elevated to a considerable degree, and the main purchase
made to act, at an an^le sufficiently great, to raise the
sheers without further difficulty.
Gretting- in tlie Lo>vev l^Ja wt k. The mizzen
mast is taken in first, because the breadth of beam is less
aft, and the sheers, as they are transported forward spread
the heels and tauten the sneer head lashings ; and for the
reason, that getting in the foremast last, the sneers may be
better secured and raked for getting in the bowsprit.
Tlie Oartancl, Fig. 273, if used, should be of good
four-inch rope, made selvageo fashion, marling it with small
stuflf. It is lashed on the forward side of the mast about
six-tenths from the tenon, so that the mast will hang a little
heel heavy. The distance from the heel must in any event
be such that the garland may not take in the partners be-
fore the heel is landed. The garland lashing is passed as
in Fig. 273. After passing enough turns, dog the ends
down the forward part of the mast and seize them together.
The garland should be lashed on before the mast is put in
the water, not only for the greater convenience, but the
subsequent wetting tautens the lashings very considerably.
If the small purchase is used — as in getting in the main and
foremasts, its garland is placed on the mast as far above the
main garland, as the small purchase block is lashed on
above the main. If practicable, the lower purchase blocks
are lashed to the mast and the garlands dispensed with.
MASTING. (il>
To talce lii t lic^ >IizKe]iL->f;a^st9 Fig. 271. Tow
the mizzen-mast alon^ide with the head aft. Having over-
hauled down the main purchase abaft, shove the two eyes
of the lower block strap through the garland and toggle it,
usine a small lashing to s^uard against slipping.
^Man the capstan and "heave around, observing that
the skids and mats, or whatever has been placed to protect
the ship's side from chafing, are properly adjusted. When
the mast-head is up with the gunwale, "avast heaving,"
lash a couple of stout single blocks to the tenon, one on each
side, and reeve girtlines, taking the precaution to knot the
ends together to prevent unreeving. Put a couple of good
straps around the mast, just above the futtock band, for
pendant tackles, and bend the canting girtline, froip the
sheer-head to the mast, just below the bibbs ; sway up again
until high enough ; ease the heel inboard by a jigger, com-
ing up the belly guy, which must be set up agam. Pull
up on the canting line and point the mast fair for stepping,
wipe the heel dry, and white-lead the tenon and mortise,
have hands on the gun-deck to keep the mast on the right
slue, and carpenters on the berth-deck to attend at the step,
lower away and step the mast. Sway up three pendant
tackles and hook them to the straps aoout the mast-
head— the two at the side set up in the channels, and one
fore-and-aft to act as a stay ; set taut the tackles and
wedge the mast temporarilv. When nearly stepped, a
stout strap and heaver may be used to get the mast on the
right slue.
Come up the purchases and take off the garlands. Cast
off the bulwark lashing, man the guys, shoe and heel
tackles, and transport the sheers, one leg at a time, observ-
ing to wet the decks and come up the thwartship tackle in
the wake of obstructions ; get them a little forward of the
main partners, rake and secure them as before.
If the sheers are high enough or can be made available
by spanning the fork above the sheer-head lashing, send up
the tressle-trees, &c., of each mast, before transporting
them to take in the rest.
Take the main and foremast in, in the same manner,
with the additional use of the small purchase.
Should the sheers prove too short, the fork above the
lashing may be spanned by a stout rope and the upper block
of the small purchase lashed to the span. If the garland
takes in the partners before the mast is stepped, tlie heel
may be rested on blocks, or stout planks, the mast steadied by
the guys and the garland shifted higher. Should the sheer-
legs be found too slender and to complain, a spar may be
lashed across from one to the other, in the wake of the
guys.
When both purchases are employed in getting in heavy
masts, a good plan, and one which obviates the necessity of
70 MASTING.
heavers on the heeler, is to lash the garlands, a little on each
side, and not in the same right line with the axis of the
mast. Then, bv slacking one purchase and holding on the
other, it may be slued at pleasure. The position of the
small garland should be at the distance of its purchase
block, from that of the large one, on the sheers, above the
main, so that the falls cannot come two blocks except at
the same time.
When, in dismasting, a mast is jammed in the step, a
gentle roll given to the ship will start it.
To «-et in tli<- I Jowsspi-it, Fiff. 276 A, Plate 44.
Transport the sheers as far forward as the bows will permit ;
send a hand to the sheer head, bend a girtline to the small
purchase block and light it up ; unlasTi and shift it to the
forward side of the sheer head. Pass a strap around the
foremast head, to which hook the double block of a large
tackle ; the other block take aft and set well taut. Lash a
couple of large blocks to the foremast head ; middle a haw-
ser and clove-hitch it around the sheer head, reeve the ends
through the blocks at the foremast head, lead them aft
and set them up ; take aft the forward head-guys, which,
with the after ones, are to be set up, and the forward belly
guys to the cat-head ; hook the after-shoe and heel-tackles
forward and set them taut. Rake the sheers over the bows
so that the main purchase will clear the billet-head.
The bowsprit is towed under the bows, with the head for-
ward, the cap on, and the main garland lashed on a little
over one-third its length out from the heel, or so that it will
hair^ head heavy. The small garland, lash on just inside
of til '^. cap. Have guys or whips from eye-bolts in the cap
to the cat-heads, and an eye-bolt in the heel for the bedding
tackle which leads from the bitts on the gun-deck out
through the bowsprit partners.
In getting in a bowsprit in modern vessels, the thrust of
the heel, owmg to the necessary lead of the purchases may
be so great as to push the heel inboard too soon, before it is
pointed fair for placing. To diminish the thrust and get the
spar on the right slue use a fore-and-aft outrigger (stunsail
vard) with one end against the neck of the strap on the
lower purchase block, and the other controlled by two
heel tackles.
Sway away on the main and small purchases, steadying
the spar by the guys. When the heel is high enough, nook
the bedding tackle. Wipe the tenon dry, and white-lead it
and the mortise. Keep fast the small purchase ; ease away
on the main and bowse on the bedding-tackle and cat-head
guys, and get the bowsprit in its place. Come up the pur-
chases and guys, and unlash the garlands.
The bowsprit rests on the stem nead, between the knight-
heads, and steps in the bowsprit partners — on the gun-deck
in a frigate and on the spar-deck in a sloop-of-war. It
MASTIN(i. 71
comes inboard about one-third its length. If the cap was
not on, it may be shipped by means of a small pair of
sheers, stepped on the bees.
If, by taking the forward head gujs well aft, and setting
them up, the support is found sufficient, the hawser at the
sheer head may be dispensed with.
To I>i«iiiantle tlie Shoei's. Proceed now
to dismantle the sheers. Take the after heel tackles aft,
come up the bulwark lashing, and rouse the heels aft, easing
away the forward heel tackles, the head guys and the
hawser, and lower away until the sheer heads rest on the
kni^ht-heads ; strip the sheer legs, cast oflf the sheer head
lashing and get each leg aft in the gangway ; unreeve the
hawser from the foremast-head and send down the single
blocks. Put straps on the ends of the sheer legs and hook
the fore and mam pendant tackles to them, liaving the
opposite tackles set well taut. Hook to the same straps,
jiggers leading in from the channels. Pull up on tne
t^kles, rouse out by the jiggers and lower the sheer leg
overboard, taking care to have skids in the proper places to
prevent chafe, or the spars taking against the dead-eyes
m the channels. Or, the sheer-legs may be got down by
lashing their heads separately to the lower mast, casting
oflf the cross lashing and lowering them by means of the
pendant tackles.
In masting or dismasting with one's own resources, it is
necessary to measure the lengths for slinging the masts
very accurately, so as to make sure of carrying the heel
clear of the iipper deck, and yet avoid, if possible, top-
heaviness. Wnen the spars are shork for the work (as in
the case of the topmasts of a high ship), the masts must be
sluDg so low as to make top-heaviness unavoidable. In
^oing out, when the heel of the mast is near the upper-
deck partners, tackles are put on above from each side of
the upper-deck, and one strong and long one, led from
below tnrough the lower mast holes, is lashed to the heel,
and well cleated each way. The tackles are tautened until,
the heel being clear of the partners, they are eased
away, and the mast lowered head foremost overboard.
Fig. 274.
In coming in, the mast is slung above the balancing
point and hoisted with an extra taclde alongside the sheers ;
the purchases are then lashed low enough down, and the
heel is confined to the side by the turns oi a greased hawser
passed through the ports ; or, in a merchant ship, through
the ballast-hole. When the heel is nearly up to tne highest
bight, deck-tackles are lashed on from all sides, which are
cleated in their place. These are tautened as the mast
rises, and guy the heel, when high enough, into the mast-
hole.
In handling a bowsprit with your own resources use the
jibboom and spare topmast for sheer legs ; or, if the fore-
7t MASTINd.
topmast is sent on deck, it may be used as one of the le^s.
The sheer head may be supported by the foretop pendants
thus : Each pendant is talcen through its top block at the
lower mast head, thence through a top block on the upper
side of each sheer head in waSe of the lashing, and made
fast at the foremast-head. The after ends of tne pendants
have the top tackles clapped on to them, led from as far aft
as possible. Take the usual precautions in shoring the
decKS, etc. Bring the inner purchase as close in to the
heel of the bowsprit as the housing permits, and the outer
purchase well inside the cap. Use the spar above described
to counteract the thrust in coming in. The position of the
purchase blocks on the bowsprit is determined by the length
of the sheer legs, which in this case would be comparatively
short. The bowsprit might have to come up athwartships,
when suspended, to clear the billet head. This slueing is
effected by the tackle from one of the catheads ; the tackle
from the opposite cathead will slue the spar fore and aft
again when above the billet head, the heel tackle being
previously hooked to assist in placing the bowsprit.
A long topgallant forecastle wiU make it diflScult to
handle the bowsprit with improvised sheers alone, as they
are too short to get sufficient cant and make the main pur-
chase clear the billet head. In that case the sheers may be
assisted by a topmast used as a derrick. Fig. 276 B, Plate
44, shows such a derrick, the sheers being represented as
formed of two lower yards, fished.
Vessels with long topgallant forecastles are likely to
have comparatively light head booms and short bowsprits.
In such cases a topmast alone, used as a derrick, might suf-
fice to get in the bowsprit.
A neat performance in the history of Masting on one's
own resources was in the case of an English line-of -battle
ship, which, having lost her own mainmast, helped herself
in one operation to that of a captured frigate. Sheers were
formed of the main-topmasts, whose heads were supported
by guys set up to the fore-topmasts, which were rigged out
through the main deck ports on the off-side. A derrick
was made of the main yard, which was secured at its lower
quarter to the sheer leg on the working side, the pressure
at this point being relieved by an athwart-ship spar, thrust-
ing outward, by means of a tackle led across the deck. The
purchase on the upper arm of the derrick took the mast out,
the frigate was dropped astern, the mast lowered until the
sheer purchase "looked" well up and down, when that
tackle Drought it in. Fig. 275, Plate 43.
Besides carrying duplicates of some of the important
spars, vessels of war are supplied with iron fishes of various
sizes. With these and the heavy planking, &c., furnished in
the outfit, there is a large amount of material available for
effecting repairs to the spars and masts when necessary, or
for rigging jury masts and yards.
Plate 45
BMB.srs
fM 1 « * ♦ ♦ < 7 » » tf
•CALI OF FEET AND INCHES.
THE RUDDER. 73
THE RUDDER.
Fig. "277, Plate 45, represents the ordinary forrn of rudder
of wooden vessels. Around the pintles, A A A, the wood is
removed so as to allow the rudder to ship on tiie gudgeons.
C C C. In all but the topmost space the wood is removed
so as to leave a vacant place, as shown in the figure, but
by the topmost pintle the wood is cut square, as seen in the
figure at d. This is in order to admit a small piece of oak
under the upper pintle after the rudder has been shipped.
This piece of oak is called a wood lock (d), and is intended
to prevent the rudder from unshipping. Under the second
gudeeon a strong cleat is sometimes placed, on which the
pintle partly rests. This relieves the gudgeons of much
strain.
For modem vessels of war the rudder consists of a frame
of cast iron or steel of the required shape, covered with
metal plates riveted to both sides of the frame ; the space
between the plates being filled with wood or some light
material.
BAck - Olistins. It is frequently necessary for
steamers to back against the helm; but in doing so the
strain brought on the rudder and its fitments is immense.
Tug-boats guard against such accidents by using back-
chains. These are cnain pendants which attach to the
after-part of the rudder and to some point under the
counter, one each side, and of such a length as to give
ample support to the rudder when backing with the helm
hard over.
Instead of these chain pendants, many tugs and small
steam craft have chocks bolted to the rudder-post on each
side, and of such shape as to limit the motion of the rudder
to an angle of 45"" in either direction.
CHAPTER VIII.
STANDING RIGGING.*
The standing rigging of a ship consists of a quantity of
ropes for the support of the masts, yards, and booms.
Each mast is supported from forward by stays, from aft
by backstays, and sideways by shrouds. The foremast is
supported in a great measure irom the bowsprit, therefore
theoowsprit has a number of extra stays, called bobstays.
These, and such ropes as are stationary, constitute the stand-
ing rigging.
The standing rigging of modern vessels is composed of
steel wire rope.
Wire rope now in use in the U. S. Navy for standing
* rigging, is right-handed, of six strands. The individual
wires forming the strand are of a size (larger or smaller)
corresponding to the full size of the rope, ranging from
Xos. U to 1 •.> A. W. G.
In the Navy, all wire rope is measured and designated by
its circumference, but bridge builders, and others than sea-
men, often use the diameter to designate the size of wire
rope.
Wire rope is reeled for stowage or transportation on
strong wooden reels. To take wire rope off a reel, cast
loose the outside end. which is secured to the reel, and make
it fast to a bolt in the floor of rigging-loft or deck.. Place
the reel on its edges, with the rope end underneath, roll th(>
reel along the floor to a point a little beyond the length re-
quired, then clap on a strap and tackle near the reel, leav-
ing enough space between the strap and the secured end to
measure off the required length. Haul the rope taut along
the floor, place a mark close up to the secured end. Then
measure off from the mark the number of feet and inches
required. Make allowance for end enough to work either
for splice or to turn up, and place within an inch of each
other two strong bindings or ivhippings to keep the ends
of wire in place when it is sawed off.
If the wire is to be served the full length, it would be
better to get it on a stretch before cutting, but if the ends
are to be spliced into eyes, then with a hack-saw, kept well
oiled, saw the wire in two between the whippings, secure
the end of the rope to the reel and put it away.
* For much nf the information concerning wire rigging, our thanks are due
to Boatswain John A. Brisco, U. S. N.
74
Plate 46
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£ 5
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RIGGING. 75
Should it be required to take all the wire from the reel,
then the reel will be rolled as far as circumstances admit,
back and forth, till all the rope is oflf. The rope can then be
taken up and put on a stretch just as it lies upon the floor
without taking turns out for stretching.
A piece of |-inch iron chain, about 3 feet lon.^, with a
ring in each end, one ring sufficiently lar;^6 to let the other
reeve through it, is the best strap to be used in putting
heavy wire rope on a stretch. Plenty of protection should
be put on the rope to prevent the chain from injuring the
wire.
Wire rope, not galvanized, is best protected from
weather ana wear if painted with boiled linseed oil and red
lead, well mixed, and filled well into the lays, wormed and
parcelled with cotton sheeting, so cut and laid on that the
overlapping will give two thicknesses over all the rope, then
painted again and served tight and close over all. If
properly done, this will keep out water for years.
Cii-ttiiig- fUg-^ing- l>^ I>i'alt« Having an
accurate draft of the null and spars of a ship, Fi^. 284,
Plate 46, the measures may be reaaily taken and the rigging
cut and fitted so that it can be sent aloft as soon as the
masts are ready to receive it. It not unf requently happens
that a gang of ringing is completed and triced up out of the
way, in the rigging loft, long before the ship is ready to
take it.
Rigging drafts are usually made on an ^-inch scale (one-
eighth inch = one foot).
The half beam at each mast is usually noted on the draft
at the respective channels, but the location of dead-eyes
seldom, and therefore the rigger must ^et the measurements
from the vessel. As no beam draft is now furnished, an
qdjustable beam scale, Fig. 287, Plate 48, is employed (which
is graduated to the same scale as is the draft) with a sliding
rest and set screw. Another adjustable beam scale, Fig. 285,
is in the form of a hollow square of metal, graduated on its
four exterior sides to different fractional parts of an inch.
The sliding rest for the point of the dividers may be applied
to any one of the four sides to correspond with the scale
used in the draft.
Before working on the draft scale, measure carefully the
square of the mast-head iust in line with the upper side of
bolster. The measure oi the square is used to fit the pen-
dants, but for eyes of the lower rigging, five square of the
actual girth measure is used. The mast-heads are rounded
for wire rigging, iron or composition plates being let in
and secured on each comer oi the mast-head to round it
oflE.
Lowei? ]Mast-liead. Pendants. Should bp
fitted long enough to hang one foot below the f uttock band,
and both legs are now fitted the same length, with an iron
76 RIGGING.
thimble and large link in each end. Fig. 2H(), Plate 47. In
measuring for lower mast-head pendants, find the distance
from top of trestle-tree to one foot below f uttock band, add
one thickness of trestle-tree, and half square of mast-head,
which, doubled, will be the combined length of starboard
and port leg. Allow enough on each end to turn in the thim-
ble. Now paint, worm, parcel, paint again and serve, double
serve with spun-yarn the place retjuired for the thimble, and
splice in the thimble. Double serve from centre of pendant
to a distance equal to one-half the mast-head, plus the thick-
ness and depth of trestle-tree each way.
When this is finished take tarred flax parcelling, begin
just above where the double service ends and parcel up to
the centre of pendant. This is called the heading. From
the centre mark of each pendant, lay off and mark each way
one half the square of the mast-head as the place for the
cross-lashings. Marl on the parcelling with strong marline,
the hitches not more than half an inch apart, being careful
to put no hitches where the cross-lashings are to come.
Take two pieces of wood about three inches wide and one
inch thick, equal in length to one square of mast-head, lay
the two pendants side by side to verify the marks, then
spread them apart till the pieces of wood can be placed
across from pendant to pendant, just outside the marks
where the cross-lashing is to go, allowing room to (comfort-
ably work the lashing. See Plate 47, Fig. 2S(i. With a piece
of strong seizing stuff with a long eye, proceed to put on a
regular round seizing from pendant to pendant, being cart»-
ful to keep outside of the mark, or the sciuare will be too
small to go over the mast-head. Having i)assed the riding
turns of the lashing, secure its end. Then around the cro^s-
lashing close up to the pendants put a good seizing of house-
line, being careful to bring all parts of the cross-lashing close
together, and marl the lashing together, parcel with thin
stuff and woold with a strand, then with tarred flax parcel-
ling protect the lashing, cover well the turns around the
pendants and marl all down. Leave the wooden strips in
till the pendants are about to be put over the mast-head.
A link is put into the end of the pendant because it is
so much easier hooked into than in the thimble in the stiff
wire.
The mizzen pendants are of smaller rope than the fore
and main, and can be fitted in the same manner, with a cut
splice, or spanned to a pair of odd shrouds, as is sometimes
the case. When pendants are to be fitted in the latter way,
the odd shroud and pendants spanned together go on the
mast-head first. The odd shroud is fitted straight and passes
over the bolsters from side to side abaft, as if it were an
after-pendant, and the span is fitted as above described for
double pendants. In small vessels, and when there is no
odd shroud, the mizzen pendants are fitted with a cut splice,
CAlHTOHiln;
RIGGING. 77
the cut eye to be one foot longer at each end than the eye
for a shroud, with ^ood seizings at the proper places.
The eyes are purposely made too large to prevent injury to
the splice in opening the eye.
To ]M[ea«ri.i*e tox» IVo. 1, oi* Fix^st A-*aii?
of SIii*ou.cIh. These comprise the swifter and next
shroud, or, as called by riggers, " forward leg" and "after
leg," and they go over the mast-head next after the pend-
ants and always on the starboard side.
The beam-scale. Figs. 285 or 287, being adjusted to the
mark representing the half -beam of the vessel, minus half
the diameter of the mast, place it on the draft just at the
upper edge of channel at the dead-eye of the first shroud.
Place one point of the dividers at the top line of trestle-tree
near the forward side of mast-head ana the other point on
the beam-scale at the mark indicating the half -beam, apply
the dividers to the rule and observe the number of feet and
inches it gives according to the scale on which the draft is
made ; this will give the length of the forward shroud, or
•'forward leg," of No. 1 pair, without the eve. Then pro-
ceed to measure for the next shroud or after-leg in the same
manner, moving the beam-scale to the second dead-eye.
There will be very little difference in the length of the two
first legs. Having the length of both legs of No. 1 pair ol
shrouds, take their sum and add five squares of the mast-
head, plus the diameter of the lower mast-head pendants,
as the shrouds w^ill *'pile," or rise, that much on the mast-
head. This will give the extreme length of No. 1 pair.
Having the rope on a stretch, hang it, with tricing lines
at short intervals to prevent sagging. Commence measur-
ing from a mark near the strap on the end, the length cf the
forward leg. Then continue along to measure five squares
of the mast-head, being careful to leave at the centre (which
will be the centre of eye) a special mark, usually a long
strand. Then measure and mark the after-leg, and in the
same manner measure and mark all the other shrouds, not
forgetting to add for the second pair of shrouds twice the
thickness of a finished eye ; for the third pair three times
the thickness, &c., as each succeeding shroud must '* pile "
that much in rising above the others on the mast-head. As
each pair of shrouds is measured, marked and cut, it is
l)ainted from end to end with red lead and boiled oil [being
particular to fill well in the lay], wormed and parcelled with
new cotton sheeting. In putting on this parcelling com-
mence from the end of each leg, working towards the cen-
tre of eye. The parcelling should be so put on that the rope
will be protected with two thicknesses at every point ; paint
over the parcelling, and serve from end to end with spun
yam, commencing to serve from the centre and serving
towards the ends. Measure off from the centre mark each
way the half eye, which gives the place for the upper turn
78 KftGIxN^a.
of the eye-seizine. Start two feet below these eye-seizing
marks, on each leg, and parcel with tarred flax canvas to
the center of eye, and serve over with roundline. Double
serve the end of each shroud from the place of the quarter-
seizing for its dead-eye. Bring the two ends of the shroud
together and break the eye around till the two eye-seizing
marks come firmly together. Mark one foot below the eye-
seizing on each leg, and with strong ilax parcelling put on
the heading, which is just the same as parcelling, always
commencing below and working up to the centre on both
legs so that the edge of the ''heading" will overlap and
form a *' shingling," which it is often termed. Use the sel-
vage edge of parcelling stuff for shingling, leaving the sel-
vage out ; this makes smooth work that will not fray out.
Se(;ure the heading in place by marline hitches, which
should be on top not more than one-half inch apart, leaving
a space for the eye-seizing without hitches. Put on the eye-
seizing.
Should there be an odd shroud in the fore or main rig-
ging, it is fitted with an eye-splice, and goes over the mast-
head last, the eye to be splicea one foot longer than the eye
of a pair of shrouds, and seized together above the splice
so as to have the same size as it would have if of a pair ; the
eye to be double served and headed in the same manner as
all the others.
jVEizxen IRig-g-ingr is fitted in the same manner as
the fore and main, excepting in the case of an odd shroud,
which is fitted ''straignt," passing over across the mast-
head abaft and forming one leg on each side, being spanned
at the mast-head with the pendants, of which the mizzen
has in this case but one on each side. In large ships the
mizzen lower mast-head pendants are often fitted witn four
legs, in the same manner as is tho fore and main.
Sword mats are put over the service on the ,swifters (for-
ward shrouds) pf lower rigging.
UowHpi-it TMg-g-ing-. Bobstays are now made of
iron chain shackled into the cutwater and set up with four
scored hearts secured to bands on the bowsprit. To find the
length of bobstays, measure from the band under the bow-
sprit at the place prepared for the upper heart, to the bolt
or link in cutwater, then find the number of feet and inches
the two hearts will occupy and the drift of laniard, add to-
gether and subtract the sum from the extreme length ; the
remainder will be the length of the chains required for the
bobstays. Care should be taken that the bobstays have the
same drift of laniard, as it adds to the trimness of the head
gear.
13o>vspi:*it Slii*oxi.<is are fitted of wire and lead
well down on the bows, shackled to eye-bolts and set up
with three scored hearts on the bowsprit. To find the
length by draft, measure from the band on bowsprit at the
RIGGING. 79
place marked to the place in the bow, and from the extreme
measm-e deduct the arift of laniard and one heart. The rea-
son of but one heart being deducted, is that the measure of
the other allows for the " carry out" of the shroud. Too
much care cslnnot be taken in fitting the gear and securing
the bowsprit, as it not only has all the head booms to sup-
port, but in a great measure the foremast with its topmast
and topgallant mast, together with the main topmast and
topgallant mast.
Fove Stays are fitted with lashing eye collars and
set up with laniards and four scored hearts. Measure for
fore stays from the after-side of foremast head, about one
foot above the trestle-trees, to the place where the lower
heart is to be, and allow about three feet for lashing eyes.
To fofm. the Collax* ot'the Stay. Suppose
the finished collar i.; to be twelve feet, then at fifteen feet
from the upper end of the rope put on a wliipping. This
marks the crotch of the stay. Unlay from the end to tin*
whipping, forming two legs of three strands each; cut out
the heart close to the whipping, and put in another one-
third smaller than the original.
Work in two strands eighteen feet long (the additional
three feet for tucking at crotch) on each side, thus giving
two legs of five strands each and a heart. These strands
are tucked at the crotch as in an eye splice. Eye splices
are worked in the end of each leg for lashing eyes. The
lashing eyes are painted, wormed, parcelled, painted, and
served in the eye before tucking. Get the stay on a stretch
by lashing the toggles to posts four or five feet apart, get a
strong tackle on the end, heave it up straight and trim the
splices. Paint, worm, parcel, paint again, and serve with
spun-yarn from end to end, being careful to have a good
piece of parcelling laid through the crotch to shed the
water. Tnen, from four feet below the crotch, parcel with
tarred flax parcelling to eyes of collar, and leather over the
parcelling, serving over the ends of the leather and over
the splices. Having both stays double served and leathered,
place one over the other, being careful to keep the crotches
fair and even. Then seize both stays together with one
good heavy seizing close up to the crotch, and smaller ones
at every two feet along the collars. Parcel and leather
over the seizings. Double serve the ends of fore stays to
eight feet above the nip around the thimble.
IVXain Stay h are fitted in the same manner as fore
stays, excepting the double service on end, wjiich is only
from quarter seizing around thimble to end. Sometimes if
the smoke-stack, when up, is near the stays, a piece of
chain is shackled into the stay just over the stact. The
main stays generally set up witn four scored hearts, the
lower heart oeing secured to iron straps made for the
purpose, one on each side of the foremast. The iron rods or
80 RIGGING.
strapsr lead down to the berth deck, frequently passintr
through the bitt standards and setting up with a nut on
the forward side.
>Iizzeii Sta^>'H are always single, with the collars
fitted and lashed, same as fore or main stays. On some
vessels the end is split into tv/o Icp^s to admit the main try-
sail mast, and each leg fitted with a thimble to set up by
laniard to bolts on each side of main-mast. On others the
end is turned up around a thimble and set up with three
scored hearts to the after-side of main-mast.
The ends of all stays turn up under the standing parts.
The ends of all shrouds turn up inside the standing parts.
K'txttocli SliT'oxidtss are made of rod iron set up
with turn-buckles. The required lengths are best obtained
by actual measurement after the top is on. In small ships
futtock shrouds are rattled down. Futtock shrouds are
set up independently to the top rim, and not to the plates of
the topmast dead-eyes. The lower ends secure to the
futtock band.
Note. — In the above measurements for shrouds it is
assumed that by measuring from the place of the lower
dead-eye, on the channel, enough allowance is made for
turning up the shroud around the thimble of the upper
dead-eye. But if the drift of the laniard added to the
diameter of both dead-eyes does not allow enough shroud
to turn up, extra length must be added for that purpose to
each measurement taken.
The amount allowed for turning up is six feet for the
forward shroud of large rigging, a proportionately smaller
amount for smaller rope. After shrouds have somewhat
more turn up than forward ones, in order to bring the ends
themselves parallel to the sheer.
Upper dead-eyes are usually in line with or below the rail.
When lower rigging has been set up for some time, or
after a ship has experienced heavy weatner, it will be found
that the shrouds will not lie exactly above one another, but
settle, the necks of the eyes working partly inside of each
other. The effect is to slacken the rigging, particularly
the after shrouds, which settle most, and which may re-
quire turning in again to keep the dead-eyes in line, a
diflicult operation with wire rope. If the allowance for
piling were two-thirds of a diameter of the shrouds, instead
of a whole diameter, as at present, it is believed that much
of this inconvenience could be avoided, although a few of
the after dead-eyes might not come quite to their places
when the shrouds are first set up.
Topmast ItMg-g-ing-. To measure for topmast
shrouds from the scale draft, proceed on the same principle
as for lower shrouds. Set the beam scale to one-half the
spread of the top from the side of the mast, allowing for the
rounding of the top ; place the beam scale on the draft
RIGGING. 81
abreast of the proper dead-eye, and measure the distance
with dividers from the top of the sliding rest to the top of the
trestle-tree. Add for each pair the diameter of the mast plus
the thickness of the trestle-trees, and make the usual allow-
ance for turning up from the nip of the dead-eye thimble.
Topmast rigging is fitted in the manner known as
^' straight that is, the shroud goes from the upper dead-eye
on one side over the trestle-trees to the upper dead-eye on
the other, two shrouds being seized on each side of the mast
.thus forming the eye, which gives two '•lifts" or thick-
nesses on the mast-head, with four shrouds on each side,
making a snug and neat mast-head. This answers very
well for ships intended to do most of their cruising under
steam ; but cannot be recommended when sail is to be carried
to any extent. All the strain comes on the seizing.
It should be painted, wormed, parcelled, painted again,
and served the entire length. The shrouds double served
from centre of eye to three or four feet below the futtock-
staff. The length of heading from centre of eye down to
one foot below the eye-seizing is put on the same as for the
lower rigging.
Catharpins are of wire rope, wormed, painted, and par-
celled, and double served throughout ; fitted with eyes in
each end, and go abaft the mast and seize together in the
centre. •
The topmast-head ' (burton) pendants are wire rope, fitted
with a shackle in one end and a link in the other ; the
shackle connecting to a link under the trestle-trees. Each
topmast has two pendants. The lower ends of pendants
hang six inches below the catharpin legs.
Pendants are fitted the same as topmast rigging, without
double service, except around their thimbles.
Sword mats are substituted for double service on the
Bwifters of topmast rigging.
Topg-allant Sliroxi<i». The easiest way to
measure for length of topgallant shrouds is to draw a figure
to scale, showing the top, the position of the futtock-staff,
and position and spread of cross-tree. Measure on that
draft from the topgallant mast-head to the horn of the
cross-tree, thence to futtock -staff and into the top, where
the shroud sets up. Allow for each pair enough for a neat
eye around the funnel, and ends for turning up.
The shrouds are painted, wormed, parcelled, painted
again, and served the entire length, and go over the funnel
on the mast-head. They are fitted in pairs, with eyes formed
like the eyes of lower rigging, and seized so as to fit snug
over the funnel.
The forward legs are double served from the centre of
eve to one foot below the f uttock-stafli of topmast rigging ;
tne after leg is double served from centre oi eye, three feet
down ; then from a point one foot above cross-trees to one
82 RIGGING.
foot below the f uttock-staff : both legs are leathered in the
wake of cross-trees, and set up in the top with dead-eyes.
R/oyal Slix*oiicli§i9 Stay « and Backstays*
Measure for each to where it leads and sets up, allowing"
enough end to turn up in the wake of the thimble.
Fore. — Are painted, wormed, narcelled, painted again*
and served the entire length, and ntted to an iron funnel or
band, which has three eyes at equal distances apart, one on
each side and one forward. The shroud and backstay are
one piece, rove through a side eye of the band and seized
around a thimble there. Double service one foot down on
the shroud and backstay from centre of eye, double service
on the shroud, leathered in the nip of the jack. The stay is
spliced around a thimble on the lorward eye of the band,
double served and leathered in the nip of the flying jib-boom,
in the clamp on the dolphin striker, and also where it reeves
through the leader on the bowsprit.
Royal shrouds set up in the top with a purchase ; stays
and backstays with dead-eyes.
Main, — Fitted and set up the same as the fore ; double
service and leathered at the nip of the chock in the fore-
topmast trestle-trees.
Mizzen, — Fitted and set up the same as the main ; double
service and leathered at the nip of the chock in the main-
topmast cross-trees.
IH^oi*e-topiiias5t Sta,yK. Measure from after
part of topmast-head to the bees, thence to place of setting
up ; make allowance for turning up. They are fitted sepa-
rate ; single service throughout ; collars the same as fore
and main ; double service From ten feet above the bowsprit
to one foot inside of the leader under the bees ; leathered
over double service from four feet above the bees to eight
inches inside the leader, under the bees. Set up with three-
scored hearts.
The service on the port (spring) stay is omitted in the
wake of the stay-sail hanks.
•Til> Sta^y. Measure from after part of topmast-
head to where it leads and sets up. To be fitted like fore-
topmast stays, with split collars, lashing-eyes, &c. ; served
from four feet above the boom to the end where it sets up ;
double service and leathered in the nip of the clamp on the
dolphin-striker, and also where it goes through the bees,
leathered over the surface from four feut above to eight
inches below the boom ; collars of jib and topmast stays
seized together below the crotch around the stays, seizings
parcelled and leathered. Set up with three-scored hearts.
i\Jaii:i-t<>x>in.ast Sta^'H. Measure and fittings
similar to fore-topmast stays } in long ships, with great dis-
tances between fore and mam masts, they may be brought
directly to the deck near the foremast ;* out in short ships
* It would bo better if this lead could be adopted in all ships, Ixit the smoke-
stack frequently interferes.
RIGGING. 83
they pass through chocks between the fore trestle-trees, and
set up on deck with three-scored hearts. Nips double served
and leathered ; collars seized together in the loft.
3J[i2SKeii-topiiia,st Ststy. Measure and fittings
similar to main-topmast stays, and set up in the raain-top
with three-scored hearts.
Fore-topg-allant Stay. Measure to where it
leads and sets up, allowinc^ for neat eye-splice around funnel.
Painted, wormed, parcelled, painted again, and served the
entire length ; double served on the eye around the funnel,
and from twelve feet above to one foot below the jib-boom ;
also in the wake of the nip of the clamp on the dolphin-
striker, and where it reeves through the bees, or leader
under the bees. All nips to be leathered. Stay set up with
dead-eyes.
3i]Ai]:i-topg'a,lla.]:it Sta;^-. Measure and fit like
the fore, and set up with dead-eyes in the fore-top. Double
served and leathered at the hole in the fore-cap through
which it leads, also leathered about three feet oelow tne
crotch of the eye-splice.
>Xi2czeii-top^a.ll£tiit Ststy^ Measure and fit as
above. Served, leathered, and led through a hole in the
main-cap and set up in the main-top.
I^l>^iiig'-«Til:> Stay. Measure and fit with an eye-
splice, similar to topgallant stay. Double served ; served
and leathered three feet below the crotch of splice, in all
other respects fitted like the jib stays. Set up with dead-eyes.
•ril> Cttiivh are of wire rope, painted, wormed, par-
celled, painted again, and served the entire length ; double
served and leathered in the wake of whiskei-s, over which
they fit with horseshoe cringles ; outer ends shackle to a
band on the boom end : set up to the bows, or cat-head, with
three-scored hearts.
I^'^lviii<*--.Iil> Cir\\y>i are of wire rope, fitted, set up
to the bows, or cat-head, with three-scored nearts, and con-
nected with the boom, same as jib guys ; reeve through
thimbles in a strap out on the whisker yard-arms. Double
served and leathered in the nip of the thimbles.
Ar"V^liiHl£ei*-«Txiiiiperw are of wire rope ; painted,
wormed^ parcelled, painted again, and served throughout ;
fitted witn an eye-splice, double served and leathered, to fit
over the whisker-boom end ; the inner end leathered in the
nip, and set up on its own part through a bull's eye con-
nected to a bolt 01^ the cut-water. .
^Baok HopeH are fitted either of hemp or wire,
served throughout, hooked or shackled to the dolphin-striker,
and set up at the bows with three scored hearts.
•Jil> >Jai:^ingfale-Sta;y' is of wire rope, wormed,
parcelled, and served the same as guys. Pitted with
shackles and thimbles in each end, witn double service
around the thimbles. Shackles to the dolphin striker and
to the band on jib-boom.
84: RKUilNii.
Flyinff-Jili ]VIai*tiiipr«l**-Htay. Fitted the
same as the jib martingale, of wire ; aouble served around
the thimbles m the outer end, in the waJce of the sheave on
the dolphin-striker, and where it reeves through the bees,
or leader. Sets up with dead-eyes.
Foi*e oncl ]\Iain Topmasst Baclcstavm.
Fitted and measured off the same as the after-shrouds of
the fore and main rigging.
I\Iizzeii-Toj>in.iXKt Uaoliwta.^v'^K are fitted with
horseshoe eyes, or, properly speaking, a span. Measured
like the fore and main.
Foi^e, IVIaiii, and iVIixzeii Topprallant
HaclcKta,yK are painted, wormed, parcelled, painted
again, and served throughout. Fitted with spliced eyes,
which are double served, without outside parcelling. Mea-
sured from the funnel to the place of setting up in the
channels, with allowance for the eye and the usual allow-
ance for turning up.
Uoat-I>avit T<>i>ping- T^ilTtH^ Spaax and
Cjtvxa-k, are of wire rope, and served throughout. Spans
to which topping-lift pendants are attached are leathered
in the middfe.
l>ead-K,veK. The dead-eye now used in the Navy
is shown in Fig. 288. Plate 48.
The end of the shroud passes around a heavy iron
thimble, which is confined by a pin to the lugs of the iron
strap of the upper dead-eye.
Dead-eyes are made with one hole without a score on
the inboard face, the edge being left square so as to present
a solid shoulder to the knot of tne laniard.
The shroud being passed around the thimble is secured
by five seizings — throat, quarter, middle, upper and end
seizing.
The two lower turns of the throat seizing are racking
turns, over these come riding turns. The seizing is crossed
and hitched in the upper part.
The quarter, middle ana upper seizings are riding seizings.
The end seizing is flat, crossed ana hitched, and holds
into place the canvas cap placed over the ends of all stand-
ing rigginff.
Lower dead-eyes connect with the chain plates by bolts,
so as to be readily unshipped. The bolts are fitted with
forelocks.
In setting up stays and some other portions of the
standing rigging, scored hearts are used mstead of dead-
eyes. These hearts have iron straps, and the upper ones
are supplied with iron thimbles similar to those around
which a shroud is taken. Fig. 289, Plate 48.
Care must be taken in turning the ends of shrouds or
stays around their thimbles that it is done properly, as, in
the event of a change becoming necessary, it is difficult to
get the old nip out of the wire.
RIGGING. S5
Wire rigging in the Navy as a rule sets up with hemp
laniards, which impart all the ** give " necessary. Rigging
screws. Fig. D, Plate 48, are, however, frequently used.
Topmast rigging of fore and aft vessels may be set ux>
on end.
In many vessels of recent construction the standing rig-
ging is simply shackled to the eyes in bands around the
masthead, and set up inside the rail with rigging screws.
In some ships the lower rigging is shackled into pendants
from the lower mastliead, so that in going into action it can
be entirely removed to give a clear held for the guns.
CHAPTER IX.
^ RIGGING SHIP.
When a ship is taken in hand to be rigged, her lower
masts are standing, temporarily or permanently wedged,
and with girtlines on each side of the mast-heads. The
bowsprit is in place, as are also the lower dead-eyes for
the lower rigging. Hearts on the bowsprit and shackles
on the bows may also be supposed in place before the
riggers begin work.
We will rig the bowsprit first, as the staying of the fore-
mast depends upon it, and would otherwise be delayed.
The Gramiiioi^ing- of the bowsprit in "modern
vessels consists of one or two iron straps as shown in Figs.
293 and 294, setting up with nuts and screws. It serves to
keep the bowsprit m place, and should be set up before the
ship is turned over to the riggers.
Secure the heads of two small spars together in a lash-
ing hung from the bowsprit-end, the heels resting on the
bows, where convenient, and seized to prevent slipping.
Lay boards across from one boom to the other as a plat-
form for the men to stand on.
Tlie Bol>Kta>^s are placed first, shackling to the
cutwater, and with laniards irom hearts in their outboard
ends to similar hearts under the bowsprit. There are two,
or three, bobstays fitted ; if three, they are termed innery
middley and cop Dobstays.
I3o^wspi*it-Slii*on.<ls« Shackle the bowsprit-
shrouds one on each side to eye-bolts, well down on the
bows. The hearts in their outboard ends set up with lani-
ards to similar hearts on either side of the bowsprit near
the cap.
Now set up the bowsprit-shrouds and bobstays. Both
may be set up by using luff upon luff on each end of the
laniard, as in Fig. 301, Plate 51, racking every turn after it
has been hove taut, and finally seizing down the ends.
This is termed "setting up on a bight," and the object is
to keep the hearts from slueing. Or, secure one end of the
laniard and set up on the other, one turn at a time, by means
of stout luffs hooked into a strap on the laniard and into
another strap on the standing part of the bobstay or shroud.
Fig. 302, Plate 51.
T^atiiarclH for wire rigging are of the same size as
Plate 49
Tf T
RIGGING SHIP. 87
the ringing itself; for hemp ringing as used formerly,
laniards were one-half the size of tne corresponding shroud,
stay, &c.
Laniards are four-stranded hemp. It is considered bet-
ter to clap straps on the laniard when setting up than to
turn in catspaws, either with or without toggles thrust in
them, as the strap does less damage to the laniard and does
not nip it out of shape. All straps should be smaller than the
rope around which they are taken, to insure a good hold.
Il.ig-g-iiig"-iii BowKprit. When a vessel is fitted
as a ram, the bowsprit and jib-boom must be so arranged
as to be readily gotten out of the way in clearing ship for
action. For this purpose the bowsprit is either fitted to
rig in, or to be lifted clear of the bows.
Fig. 295 shows the general arrangement of a rigging-in
bowsprit. The spar is rectangular in section, and projects
horizontally ; its rigging is simplified as much as possible.
The bobstay and fore-topmast stays go to the cap or to a
dtrap just inside the cap ; the f orestays set up inside the
rail, and the bees are dispensed with. The bowsprit runs in
on the forecastle, as shown in the figure, being held in
position when rigged out bv a fid forward of the heel bitts,
temporary gammoning ana a boom-iron (fitted with interior
rollers) at the bows. The heel of the jib-boom secures in a
clamp above the bo^^sprit-iron, Fig. 296.
LiOTver IMastn. Proceed now to rig the lower
masts, and send up first the trestle-trees, as follows :
Trestle-trees, The mast-head girtlines should be stout
enough to send up the trestle-trees ; if not, send up heavy
whips on each side, and lash their blocks at the lower
mast-head, over the tenon or just below it. The men
required to work aloft are sent up by the girtlines.
rlace the trestle-trees on deck, forward of the mast, Fig.
307, and take out the after chock, as the forward one, by
having to support the heel of the topmast, is more securely
bolted and not intended to be removed. Hitch the ends of
the whips to the forward ends of the trestle-trees, and stop
down on the top side, along to the after ends. Bend on a
guy from forward, sway aloft, and as the after ends of the
trestle-trees rise above the bibbs, cut the stops and work
them into their places. Send up the after chock and bolt it.
Whole Tops are sent aloft with the two girtlines used in
sending up the trestle-trees, and a good-sized single or
double tackle, hooked to a strap abaft tne mast and directly
between the girtlines, as in Fig. 308.
Place the top on the deck abaft the mast, with the for-
ward part uppermost. Overhaul down the girtlines and
tackle, pass the ends of the former underneath the rim and
make them fast to their own parts, around the after-part of
' the top, stopping them out to each girtline-hole, as in Fig.
308. Hook the lower block of the mast-head tackle to a
88 RIGGING SHIPS.
stout strap around the after-part (to which a j^uy is also
attached, leading aft), and secure the standing parts of the
tackle and girtlines to the pigeon-hole by means of a
squilgee-toggle, over which the bights are laid. The mast
head tackle should be passed underneath the top. Bend on
a tripping-line to the toggle (which should be greased),
man tne tackle and girtlines and sway away, pulling up
steadily on all. When the forward rim comes up to the
block, jerk on the tripping-line (which disconnects the
{)arts and permits the girtlines to go out to the side, and
ead oflf fair) ; sway on the tackle until the lubbers-hole is
clear of the mast-head, and lower away by means of the
girtlines, sending the top aft or forward with the tackle
and guy as need be. The cross-trees are either secured to
the top before sending it aloft, or sent up by means of the
girtlines first.
Haljf Tops. The half tops are placed on deck with the
outer rims uppermost, on their respective sides of the deck.
Pass a strap or lashing around the centre of each, steadying
it in its place by a small lashing through one of the f uttock
holes. Overhaul down the whips used in sending up the
trestle-trees, and bend each to the strap around the haff top
of its respective side. Sway the halves up close to the
blocks, and let them hang there until the cross-trees are
sent aloft and bolted in their places. Then lower the halves
down and secure them ; sway up the upper cross-trees and
bolt and confine the whole with iron bands. Fig. 309.
Now send up and place the bolsters, which are made
of soft wood and covered with three or four thicknesses
of tarred parcelling, and then get over the lower pendants,
which are swayed up by the girtlines. If the mast
needs support while the rigging is being sent aloft, the
pendant tackles may now be hooked ana hauled taut, but
they are dispensed with, if possible, as being very much in
the way.
Lower Irt/ig-^in^. As the routine of rigging is
nearly identical on all the masts, the method for the fore
will answer for a description of the others.
In the merchant service, as soon as the lower pendants
are over, the lower mast is steadied by the pendant tackles,
the topmast is pointed about four or five feet above the
lower mast-head, and to it are attached the girtlines for the
shrouds, after the manner of a derrick. Navy-yard riggers
proceed as follows :
To Send xxp tlie SIii'oikIk. In heavy ships,
two girtlines will be required to support the weight of tne
shroud ; the block of the main girtline being toggled to the
midship girtline-hole in the top; the second, or ** short"
girtline, being at the mast-head tenon and worked in the
top. Send hands aloft with marline-spikes, tar, slush, com-
mander,* &c.
* Commander ; a large wooden maul.
RIGGING SHIP. • 89
Now proceed to get the shrouds up, and over, in the
order of their succession, Fig. 310. jOiof the ends of the main
jPrtline together, and fit a toggle in one part, just above.
Thrust this between the two parts of the first pair of star-
board-forward shrouds, from out, in, somewhat more than
^e length of the mast-head below the eye-seizing, and put
^ stop around both parts to retain the toggle in its place.
Jjjop the girtline along the shroud towards tlie eye, and at
^^e croimiy and sway aloft. When as high as the top, bend
^^ tho short mast-head girtline just below the eye-seizing,
^feing the end from in, out, and stop it as in the other
^e. Cut the lower girtline adrift, as tne shroud comes up,
5^d steady it to the hand of the man aloft, who will bear
|2^ 6ye over the mast-head, and cast off the upper girtline.
5^^e it fair and beat it down with the wooden commander,
a^i^S careful to carry the shroud well aft, as the angular
tx\ V ^ of the strain, in setting up, has a constant tendency
*^ Oring it forward.*
Send up the port forward pair in the same manner. We
mi^ht now rouse the legs of the shrouds well down amid-
ships, i. e., in a line parallel with the mast, to give the eyes
a good fit on the bolsters, and set up all four legs at the
same time, with the pendant tackles, to ensure getting the
eyes well down, in place. But this is seldom done, and we
proceed, as a rule, to get over the other pairs of shrouds in
their proper order witnout stopping to set up. It is well to
remember that too much care cannot be taken to beat the
ejes well down in their places at once, and in this connec-
tion attention mav be called again to the effect of the eves
settling down at the mast-head, and the means suggested in
the previous chapter for avoiding slack after shrouds.
To Send VLy> tlio l-<^<>i-o-mi<l-sTit Sta.vs.
All the shrouds having been got over, shift the girtlines
from the top up to the mast-head, and lash them to the
sides and well aft. Dip them down through the lubber's-
hole, and bend the starboard one to the fore-stays below the
crotch, stopping it to the starboard legs ; bend the port
girtline on in the same manner to the port legs, and sway
aloft, cutting the seizings as the legs reach the top. Fig. 312.
Use a third girtline overhauled down forward of the top,
and bent to the stays below the crotch, to assist in raising
the stays. Pass the collar-lashings (one end of each lashing
is spliced into one of the eyes oi its stay), and either rest
'-'ic collars on the lower rigging or on a lieavy cleat some-
times placed for the purpose on the after side of the mast.
The stays are now seized around the thimbles of their upper
hearts, if this has not been done in the rigging loft ; the
* U wiU save troable aloft if the eve of the shroud i*^ bent forward b<»fore
gfwng up, and stopped to the legs, which lays it fair for goiiija: over. Cast off the
stop from the less when the eye comes through the lubber's- hole, and use the
stop to assist in nauling down the eye when over. Fig. 811.
90 ' RIGGING SHIP.
lower hearts should be found in their places shackled to the
fore-stay straps on the bowsprit, or to eye-bolts on the fore-
castle. These straps are iron bands passing around under
the bowsprit ; one end of the strap has an eye for the heart,
and the other an eye for the forelock which secures it.
Reeve oflE the stav laniards.
On the ^tstnding* oT IMat^tsj, Experiment
proves that by raking masts forward^ in a vessel of ordi-
nary form, we increase the tendency to pitch, besides
increasing the difficultv of trimming the yaras on account
of their confinement when hy the wind. The vessel is given
an increased readiness to wear, but with a corresponding
indisposition for coming to, and an increased need of lee
helm to keep her to the wind. In scudding, this disposition
to fall off increases the danger of being brought by the
lee.
When masts are stayed perpendicular to the keel, the
wind acts in a horizontal direction on the sails, and the ob-
jectionable features of the preceding plan are avoided.
Finally, when masts rake aft, there is an increase in the
after sail of the ship, a disposition to approach rather than
recede from the wind, the tendency to pitch is obviated,
and the difficulties of bracing due to forward staying are
avoided. .
The general custom is to stay the foremast plumb, or
with a rake aft varying from } to 1 inch to the foot, the
mainmast rakiuj^ 1^ inches to the foot, and the mizzen
IJ^ inches to the foot.
Hta^vingr tlie I-^^oi-eniast. The foremast is
stayed by means of a double purchase leading forward to
the bowsprit, and two pendant tackles hooked to the for-
ward legs of the pendants, the after pendant tackles being
set up to eye-bolts well aft. Fig. 313.
With these purchases and the wedges eased up, the mast
can be stayed either plumb or with a slight rake, as required.
The amount of rake, if any, is determined by the constructor,
and a plumb-line is made to plumb the deck at a distance
from the after-part of the mast equal to the amount of the
rake for the length of the plumb-line used. If the line is
hung from the mast-head, seventy feet from the deck, a
rake of half a inch to the foot should cause it to plumb the
deck thirty-five inches from the after-part of the mast, &c.
Lateral staying is effected by measurement with a small
line, secured at the centre of the after-part of the mast-head
and carried to the water-ways on either side in line with
the after-part of the mast. Bucklinj2^ a lower mast and get-
ting it out of a vertical plane are by no means uncommon.
In such a case the ])reparati()ns above described for staying
must be made and tlie wedges knocked out.
Tlie mast being in th(^ right position, belay and rack the
falls, put in the wedgi's for a full due, and put on the mast
Plate 5f
RIGGING SHIP. 91
coat, which is used to keep the wat^r from rotting the mast
at the partners. It is made of heavy canvas and painted,
and covers the heads of the wedges and the mast up to
eighteen inches above the deck.
To set xxp the Lo^wei* Sta^vn^ Fig. 313. At
a distance eight or ten feet up the stay clap on one block of
a "stay luff '"(double purchase), having canvas underneath
to avoid chafe, and hook the other block into a strap on the
stay laniard. Into the fall of the stay luff hook the lower
block of a pendant tackle, and having got the stays taut,
rack the laniards and proceed to set up the shrouds.
To set up tlie Shroixds. The laniards are
fitted in the riggmg-lof t, having a laniard knot (a Mathew
Walker knot snowing two or three parts) cast into one end.
This knot rests against the unscored hole in the upper dead-
eye, which is forward in the starboard shrouds, aft in the
port shrouds, and inside on both sides. Reeve off the lan-
iards through the upper and lower dead-eyes, the hauling
end always coming up from the lower dead-eye.
Place canvas on the shroud about half-way up to avoid
chafe, and tail the upper block of a rigging luff (gun tackle
purchase) over it. Hook the lower block of the luff to a
strap on the end of the laniard, and lead the fall of the luff
up to the pendant tackles as in Fig. 315. The luff tails should
be dogged on long so as not to nip the shroud.
Set up all the snrouds in this manner, a pair on each side
at a time, racking the laniards. The rigging is left standing
in this condition as long as circumstances may permit, to
give it a chance of settling in its place, when, with the same
purchases used before, the stays and then the shrouds are
set up for a full due. The final setting up should not be
given, if avoidable, during very wet or cold weather.
The rigging being set up for a full due, rack the laniards,
seize on the sheer poles with a cross seizing to keep the
dead-eyes from slueing (on account of the tendency to
unlay in the shrouds), naving a strip of tarred canvas or
leather underneath to prevent chafe. Secure the ends of
the laniards by hitching them around the strap of the upper
dead-eye thimble above the sheer pole, as in Fig. 318, bring-
ing the end down inside the other parts and securing it
with three seizings. Remove the racking from the laniard
to bring an equal strain on all parts. Finally, send down
the rigging luffs.
In setting up the stays temporarily, one end of the
laniard is splicea around the upper heart ; take two or three
turns through both hearts, set up and rack the laniard.
When setting up for a full due, reeve off the remaining
turns, set taut, cut the rackings and set up. Rack again
with stout rackings ; come up the tackles and pass riding
turns of the laniard, heaving each turn taut in succession.
Put several good seizings on the upper turns of the laniard,
92 RIGGING SHIP.
the end of the laniard being stopped in between the turns
out of sight. The rackings are removed and only the
seizings remain.
Fi^. 317 shows a proposed form of dead-e^re of metal. It
is similar to the modern dead-eye of the British service.
Remarks on the tension given to rigging. It is of inore
value to have a moderate and equal strain on each shroud,
rather than a great strain upon all the shrouds.
Much of the trouble experienced in former days with
hemp lower rigging, by reason of stretching, is obviated by
our present use of wire rope. But in placing the eyes of
the snrouds over the mast-head, the permanent position of
the eye may be lost sight of in the endeavor to complete
the operation in as short a time as possible. The conse-
quence is that the eyes of the rigging keep shifting their
position on the mast-head for many months afterwards,
producing slack rigging. 5^ was suggested, after getting
up the first pair or shro\?Js, to set up each two jjairs
separately at the time they are placed over, but this is
seldom done. On the other hand, the beating down of the
eye upon the mast-head should be carefully attended to,
to insure a permanent and solid bearing.
With regard to the stays, particularly when the after-
parts of the collars are not rested on supporting chocks, any
settling of the eyes of the rigging causes the stay to settle
also, but the slack shroud is much more likely to receive
attention than the stay. The final result is a Truckling of
the mast at the partners, or else an attempt is made to
overcome the increased rake by setting up the topmast
stay, since the rake will be more apparent at the height of
the topmast-head than at the lower mast-head. The con-
sequence of hauling forward the head of the topmast, with
a comparatively slack lower stay, is to strain the head of
the lower mast, owin.^ to the leverage of the heel of the
topmast and the play in the lower cap. Some officers will
recollect at least one sloop-of-war in which the lower mast-
head was sprung in this way. The conclusion is, that no
setting up even of the two after shrouds should be under-
taken witnout an examination of the lower stay, which will
probably be found to require a pull even more than the
rigging.
A serious evil arises from setting up rigging too taut,
which is particularly noticeable in small vessels.
Let the shrouds of a schooner be pulled up as taut as
harpstrings, then the liability is that when she goes to sea
she will lose her masts ; for when she rolls, the shrouds,
which we will further suppose to be half worn, and witli
little give, keep the mast-head to windward, while the ten-
dency" of the rest of the spar is to buckle to leeward, and
this IS particularly the case when reefed down.
To Hat tie I>o>^"ii. Draw a line parallel to that
p-iE^o? ria^os
RIGGING SHIP. 0:J
of the vessel's sheer across the shroud-legs on both sides
through the points where it is intended to seize on the lower
ratlines, so that the latter may correspond with the line of
the sheer-poles. If these marks are continued up to the
trestle-trees at the proper di&tance (fourteen inches; apart,
the work of rattling down can be carried on in several parts
of the riggiuj^ at once, without referring constantly to the
measuring stick.
Hook or shackle the futtock-shrouds* to the plates in the
top and to the f uttock band, and set them up, observing to
have the points of the hooks inboard, so that bights of rope
from aloft shall not catch over tliem. Girt or swifter the
shrouds in by securing a piece of ratline stuff to the for-
ward shroud, take it aft and around the next shroud and
haul as taut as possible, drawing the two shrouds together.
Repeat the operation with the next shroud, and so on to
the after shroud, girting all in together, nipperine each
turn with a hitch. Place three or four swif tering nnes in
the rigging at equal distances apart. Lash oars or spars
athwart the rigging, about four f e^t apart, for the men to
stand on while at work.
The ratlines, Fig. 319, are usually of eighteen-thread
stuff, fitted with a small spliced eye, thrust once and a half.
This eye is seized on to the first shroud with marline,
Figs. 820-321, or with a rope-yarn, twisted up and rubbed
smooth, placing each ratline fourteen inches from the pre-
ceding one. A clove hitch is then formed outside around
the next leg, put on so that the crossing of the hitch will lie
with the lav of the rope, and the ratline hove taut, with a
marline-spike. In this manner it is made to reach the last
shroud, and then seized on as at the commencement ; every
fifth or sheer ratline being extended to the swifters and
after shrouds, which, with these exceptions, are omitted
when there is any great spread between the swifter and
shroud next abaft, or between the after shroud and the one
next forward of it.
The eye-seizing of the ratline must be passed so that the
eye will lie in a horizontal plane, and witn the strand first
tucked uppermost (if the otner part of the splice were upper-
most it would form a pocket for water). Having splicea in
the marline, pass it around the shroud through the eye of
the ratline, back around the shroud, and so on as in Figs.
'520 and 321, the turns of the seizing crossing in the eye. In
cutting a ratline, say starboard side, the stuff being thorough -
footed and stretched, take one end of the coil and carry it
into the rigging at the height for the ratline. Hitch it to
the after shroud, keeping end enough to reach to the for-
ward one, clove-hitching loosely around each shroud from
aft forward. If you have not end enough, render more
* At sea tliere is generally an \x^\y chafe between the lower and the fattock
•broads, to prevent which go^i'l irou Scotchmen should be seized to the former.
94 RIGGING SHIP.
through the loose hitches. When the forward shroud or
swifter is reached, form the eye in the end of the ratline and
seize it on, then work back toward the after shroud, tauten-
ing the clove-hitches. When the after -shroud is reached,
you can mark the exact place for the after-eye, and cut the
ratline at the proper place without waate. If in the port-
rigging, proceed in the same way, except that the temporary
hitches are put on from forward aft, as riggers generally
work from right to left when seizing on and hitching the
ratline for a full due.
If the eye has been badly measured, and the ratline is
lust too long to be seized on, but not long enough to allow
for turning in a new eye, heave turns in it with the lay of
the stuff until shortened up, or if it is too short, a few turns
may similarly be hove out. This is called an Irish splice.
Now come up the girts employed in swiftering in the
shrouds, which tautens the rigging. After which, square any
shroud ends which may have required turning in afresh,
capping the ends. Send down the spars and blacken down.
In sparring down rigging the forward ends should be
square with each other, the spare ends aft. In rigging. of
nine shrouds one man should clap on four ratlines in an hour.
The lower ratlines as far up as the ends of the shrouds,
are now made of rod iron, to prevent getting out of shape
when the rig^ng is manned previously to laying aloft.
The description of rattling down is ^ven here as in its
natural order under the head of lower rigging ; but instead
of rattling down at this stage of the work, nggers usually
fit a few temporary ratlines for their own use in getting
up and down from aloft, and postpone fitting the regular
ratlines until after all the rigging, masts and yards are in
place.
nropiiia.HtH. We suppose the ship to be in the stream,
to show, while ringing, the methods adopted for getting the
various spars on board.
Tow the topmast alongside with the head forward, and
Sarbuckle it on board. Then secure a large buH's-eye to the
ounds on each side, in the same plane with the lower
sheave hole ; hitch the end of a hawser at the lower mast-
head, above the eyes of the rigging, leading through the
hole in the trestle-trees, and reeve the other end through
one of the bull's-eyes on the topmast and the sheave-hole ;
thence up through the opposite bull's-eye, and a block
lashed at the mast-head, through the lubber's-hole, as in
Fig. 322, Plate 58. leading it to the deck, and clapping on a
pendant-tackle, or take the hawser to the capstan. With
this purchase, sway the mast up and down the lowermast.*
Should the topmast prove too long, the head must be swayed
up outside the top rim ; then open the deck-scuttle, and
lower the mast, until clear of the top rim ; sway it up, and
* Supposing it to be the foremast.
RIGGING SHIP. 95
point it through the trestle-trees and round-hole of lower
cap. The latter is sent up " before all," with the girtlines,
immediately after rieeinff the lowermast, by bending them
on through the round-nole, and stopping them along to the
after-part, Via. 323, observing to keep the bolts upf^rmosf,
so that they do not come in contact with the top rim, &c. ,
in the cap's passage aloft. When in the top, place it right
side up over the square hole in the trestle-trees fair tor
pointing the topmast.
Now i>ass a stout strap through the fid-hole of the topmast,
to which hook both the pendant-tackles ; take off the bull's-
eyes at the hounds and mast-head, unreeve the hawser, and
prepare for shipping the cap, which is done as follows :
To Ship the Lo^wex* Cap, Fig. 324. The
topmast being pointed through the round hole of the cap,
slue the cap as nearly fore and aft as the doublings of the
mast will admit, with the square hole aft. Pass a secure
lashing through the cap eye-bolts and over the topmast-
head, and give the lashing as much drift as possible, for
which purpose the head of the topmast shoula be several
feet above the upper part of the cap. Now sway up on
the pendant tackles until clear of tne tenon of the lower
mast, then slue the cap around, as it hangs in the lash-
ing, until its square hole is fair with the tenon. If the
lashing has not been given drift enough to pennit of slue-
ing the cap fair, the topmast itself must be slued by
means of a lon^ heaver thrust in the fid-hole and worked
by guys from its ends. This ou^ht not to be necessary.
Sena up the capshore (with a laniard attached, to secure
it aloft) and lower away, beating down the cap into place,
and tacking over a piece of sheet-lead as a protection from
the weather.
HTo send up the Topmast Cross-Ti^eew.
Fig. 325, Plate 59. Cast off the lashings and sway the
topmast-head a few feet above the cap. Lash a couple of
stout burton-blocks to the tenon, send the fdlls down abaft
for the cross-trees (placed on deck well abaft the mast).
Secure the lower blocks to the after ends of the trestle-
trees on the upper side, and stop the standing parts along
the forward ends, in the same manner as that resorted to in
sending up the lower trestle-trees ; having a guy from the
mainmast-head (if the fore-topmast cross-trees), to keep them
clear of the top in going aloft. Sway up on the burtons,
bear off, cut the stops as necessary, and land them on the
lower cap, where they should be securely lashed, having the
forward part inclined upward, with the chock resting
against the topmast. Oast off the burtons, remove the
buxsksfrom the tenon or — ^if girtlines are used to get the
cross-trees aloft (as is sometimes done) — ^shift them at once
to the after-horns, ready for the rigging ; lower away on
the pendant-tackles, until the cross-trees come fair over the
00 RIGGING SHIP.
mast-head, cutting them forward, or aft, as may be neces-
sary.
To H/igr TTopmatiBt. Now sway up on the pen-
dant-tackles, and lodge the cross-trees on the nounds oi the
topmast, prying up the after-end, and beating them down
in their places. Hook the top-blocks in the lower cap and
reeve the top-pendants, by passing eachpointed end through
its respective olock, and sheave m the heel of the topmast,
arid clinching it to the eye-bolts, then hook the top-tackles
to straps on the other ends, and remove the fid-strap and
pendant-tackles used in pointing the topmast. Send up and
{)lace the composition funnel (square) over the topmast, its
ower edge resting on the trestle-trees and fitted with
flanges to receive the bolsters, which are well protected
with tarred parcelling. The gin-bar, if not sent up with
the cross-trees must now be placed. It consists of a stout
flat bar of iron placed across the top-mast and trestle-trees
between the doublings of the mast, with links for the g^n-
blocks.
Send up next the burton pendants which shackle to bolts
in the under side of the trestle-trees. Using girtlines from
each after-horn of the cross-trees, and an eye girtline from
the topmast tenon, proceed to get up the shrouds and stays
in the following order, after the manner employed m
getting up lower rigging, except that ttvo pair, starboard
and port snrouds, come up together.
First. Starboard and port shrouds, in pairs.
Second. Backstays.
Third. Fore-and-aft-stays and jib-stay, in one, the latter
uppermost.
The ends of these shrouds and stays are allowed to hang
down outside the top in their proper directions, on each side,
forward, or aft as the case may be.
To Send xip tlie Topmasst Cap, Fig. 326.
Shift the girtlines from the cross-trees to the topmast-head,
lashing the blocks below the tenon ; send down the ends for
the topmast-cap, which is sent up from forward with the
after-part uppermost, the ends oi the girtlines hitched to
the forward eye-bolts, and stopped down toward the after-
part of the cap, similar to the mode of sending up lower
trestle-trees. It is slipped into place on the tenon of the
topmast-head by the men aloft, cutting the stops, as neces-
saiy.
The topmast cap may be shipped, with the assistance of
the topgallant-mast, in a similar way to that followed in
placing the lower cap, but the method given is much the
easiest.
If the topmast is fidded, and topgallant-mast is not aloft,
riggers frequently handle the topmast-cap as follows, par-
ticularly in stripping ship. A suitable small spar (studdmg-
sail yard) is pointedthrough the round hole of the cap and
»c
RIGGING SHIP. 97
the cap is securely lashed to the spar. The spar is con-
trolled by two whips whose blocks are lashed to the mast-
head below the cap. The whip ends secure to the spar^ one
near its heel and tne other a little below the cap and not in
the same vertical plane as the first whip. By means of
these whips the spar (and cap) can be lifted and slued as
required.
Keeve the topmast-stays through the bees in the bow-
sprity turn them around the thimbles of their hearts and clap
luffs on them to steady the mast when Adding ; reeve on
aAoo the laniards of the backstays, and tend the stays and
backstays while the mast is being swayed aloft by the top-
tackles and fidded. The topmast being fidded, reeve off the
laniards of the topmast rigging andprepare to set up.
To Set ixp Topmast ^Ri^g-ing*. Hook the
lower blocks of a rigging luff to a strap on the laniard ;
tail the upper block to the shroud six or eight feet above the
upper deaa-eye, hook the top burton into the end of the luff.
Having riven the mast the proper stay, by means of the
luffs on the topmast stays and backstairs, set up the shrouds
in a manner similar to that adopted in the case of lower
^SS^^?* Stays, backstays, and snrouds should all be first
set up temporarily, and later for a full due, in the order
named.
For light rigging^ a runner may be used instead of a
riggine luff, in setting up. Fig. 316, the top-burton being
hooked in the thimble of the runner. Avoid the use of
catspaws in the laniards, unless the ends are long enough to
admit of cutting off afterwards. The rigging being set up,
lash on the sheer poles, secure the ends of the laniards ana
come up the rackings on them. Lash on the f uttock staffs
below the eyes of the topmast rigging and inside of the
shrouds. These are of rod iron, well served and leathered
in order not to chafe the topgallant rigging which passes
over them in its course to the top. Seize the forward cat-
harpin leg^ on each side to the forward shroud and the
after-ones abaft the mast to the after-shroud on the oppo-
site side. The two cat-harpins thus cross abaft the mast
and are seized together in the cross. General view of eyes
of topmast rigging, Fig. 331.
When ready to rattle down, girt in, and proceed precisely
as in rattling down lower rigging, but without omitting
ratlines at any shroud.
Sometimes, after the lower and topmasts are rigged, a
tarpaulin coat, fitting snugly, is placed over the eyes of the
rigging, as a protection from weather. This answers very
well, and if painted, does not detract from the neat appear-
ance of the mast-head.
«Til>-!Booni. Being in the stream, bring the boom
alongside with the head forward, and reeve a spare
piece of rope (studding-sail halliards if at hand), through
the shoave-holes in each end, a sufficient number of
times, and make it fast. Overhaul down the main pen-
^8 RIGGING SHIP.
dant-tackle, and hook it into a cuckold's neck formed in
the bight of the span, having the boom to hang slightly
heel heavy. Sway it up, bearing it clear of the ship's side
— ease it inboard, and land it in the gang[way^ ; unreeve the
span, and carry the boom forward, pointing" it through the
bowsprit-cap, and reeve the heel-rope, whicn is done as fol-
lows : Pass one end through a single block, hooked to an
eye-bolt on one side of the bowsprit-cap ; thence through
tne sheave in the heel, and clinch it to the other bolt, on tne
opposite side of the cap. Man the heel-rope, and rig the
boom out, until the shoulders are just forward of the dow-
sprit end. * Put on the band if not already on. This band is
fitted with eyes on each side and underneath for the jib-
guys and martingale.
The foot-ropes are fitted with eyes in their outer ends
which seize to the jib-guys close to the shackle on the
band. The foot-ropes are then stopped out to the guys, that
on the starboard side for a suflScient distance to keep it clear
of the fiying iib-boom. Turks-heads are worked on the foot-
ropes at equal distances, to keep the men from slipping on
account ot the inclination, or steeve, of the boom. The inner
ends of the foot-ropes are formed into eyes which are seized
to the upper bolts in the bowsprit cap after the jib-boom
has been rigged out. Thus fitted, the foot-ropes should be
long enough to allow the men who go on the boom to stand
with the lower parts of their breasts against it. Reeve the
jibstay through the inner sheave-hole of the boom end.
Dway the dolpnin-striker to its place by means of a tackle
from the bowsprit cap and a whip from the jib-boom end
and hook it to its eye-bolt ; shackle to it the lower end of
the jib-martingale and the back-ropes. Fig. 333 shows jib-
boom end, ana Plate 52, general view of head-booms with
detail of whisker and dolphin striker. Place the jib-guvs
over the whisker ends (see Whiskers) ship the wythe for tne
flying jib-boom : man the heel-rope and rig out, placing the
heel m the saddle and clamping it. Unreeve the heel-rope,
set up the jib-guys, when ready, and the jib-martingale, the
latter being set up by pulling on the back-ropes. Lastly,
set up the ]ib-stay.
The jib-netting is made of ratline stuflf, with 6-inch
meshes, and laces to the guys and whiskers.
A^liifslters are swayed on board with a tackle from
the forward swifter. A whisker is got into place ready for
rigging by means of a jigger from the fore-topmast stay,
hookea to a strap about one-third the length of the whisker
from its outer end, and another jigger from the bowsprit
cap to its inner end. When far enough out the whisker is
hooked to a bolt in the bees. When hooked, put on the jib
guy, which is fitted with a neat eye to go over the whisker
* In handling; a large boom, it will be necessary to have a tackle from tUe
fore-stay hooked to a strap on the head of the boom, to raise and guide it through
the cap.
RIGGING SHIP. 99
end, and then the whisker jumper. This jumper goes over
the whisker with an eye, and sets up to the cutwater, or it
may lead through a clump block on the cutwater to the
ship's head where it is set up.
When the flying-jib-boom has been placed and ri^c^ed,
the flying-jib-guys are rove through a hole in the whisKer,
or through a thimble strapped (with wire rope) to the
whisker, outside of all, thimble on top. Jib and flying-
i'ib guys set up to the bows, or cathead, with three scor^
tearts.
The whisker being rigged, slack the stay jiggers, which
serve as lifts, and haul on the jib-guys to brmg the whiskers
athwartship. For detail of rigging^ on whisker, see Plate 52^
Fig. 305, wnere standing part of forward guy is omitted to
avoid confusion.
nPopg-a^llant i^fa^sttsi. Get the topgallant-mast on
board by means of the mast rope. Hook the topgallant top-
block to a bolt in the topmast cap, and reeve the mast rope
first through the block,* then through the thimble of a stout
lizard, the tail of which is hitched m the royal sheave-hole ;
lastly, through the sheave in the heel, and cast an over-
hand knot in the end, or hitch it around the mast to its own
Sart. When the topgallant mast is on board, and up and
own forward of the lower mast, secure it there temporarily
by a lashing around the head from the lower stay collar,
passed clear of the mast rope ; cast off the hitch in the end
of the mast rope and carry the standing part aloft, hitching
it to a bolt in the topmast cap, on the side opposite to where
the block is hooked. Fig. 327. Set taut the mast rope,
cast off the stop at the stay collar and sway the mast aloft,
bending a tripping-line to a bolt in the heel to guy the mast
clear on its passage up. Point the head of the royal-mast
and sway it up three or four feet above the topmast cap,
taking off the lizard, which is now of no further use.
When the topsail yard is in its place, the gate, a broad iron
band across tne forward part of the trestle-trees, hinged on
one side, should be opened while the mast is being swayed
aloft to enable it to pass up. The gate is closed as soon as
the heel has cleared the topsail yard, and the swinging end
secured with a pin.
nTopg-aillant IRig-gliig-, &:e. Lash a stout girt-
line block to the topmast cap on each side, and send down
the ends of the whips abaft all for the jack and funnel,
fitted in one, Fig. 328. The rim of the funnel is rounded off
to prevent chafe. A grommet fitted on the funnel acts as
a bolster for the rigging. Land the funnel on the topmast
cap, lash it temporarily, lower on the mast rope till the
royal mast-head is about fiush with the cap ; cast off the
girtline and place the funnel. Sway up again on the mast
rope and point the royal mast-head Veil clear of the funnel.
Then witn the girtline from the cap, sway aloft and get
over the stays and rigging in the following order :
100 RIGGING SHIP.
First, Fore-topgallant stay.
Second, Flying-jib stay.
Third, Shrouds.
Fourth, Back stays.
The eyes of this rigging are made to fit the funnel
exactly. Fig. 330.
A clump-block seized between the topgallant shrouds, be-
low the eye, is for the topgallant lift. Tass the ends of the
topgallant shrouds 'over the f uttock staffs, and thence into
the top, where thev are to be set up with hearts. Do not
clamp these shrouds into the horns of the cross-trees until
swaved aloft, as it gives just so much more gear to over-
haul. The mast can be steadied sufficiently, until fidded,
by the fore and aft stay and back stays. Take the back
stays to the channels, and reeve the fore and aft stay
through its sheave in the jib-boom.
R^oyal liC/ig-gliig'. Send up by means of the girt-
line at the topmast cap the royal band, with the rigging
fitted upon it as described In the previous chapter. Place
the band on the mast-head, Fig. 329, reeve the royal
shrouds through the arms of the jack to the top, take the
b^ck stays to tne Channels and the fore and aft stay through
its sheave in the flying-jib-boom, when the latter is reaay
for rigging out.
A small clump-block for the royal lift is seized in be-
tween the shroud and back stay, below the band.
Place the truck, with signal halliards rove and spindle
and lightning conductor (copper wire) attached, man the
mast rope and swav up the mast, overhauling well the
royal shrouds, &c. When the mast is fidded and the fiying-
jib-boom is rigged out and clamped (see below), set up the
stays, back stays and shrouds with liggers, not forgetting
to clamp the topgallant shrouds in tne noms of the cross-
trees before setting up.
The Fove-Topg-allaiit Sta.v reeves through
the outer sheave in the jib-boom, the fore-royal through tne
hole in the fiying-jib-boom, outside the sheave for the flying-
jib stay.
The jril:> and F'lyino'-Jib Staj^ reeve through
the inner sheaves or holes in their respective booms.
The IVIain Topg^allant wta>^ reeves through
a hole in the after-part of the fore-cap, setting up in tne
fore-top. During continued exercises in sending up and
down topgallant-masts this stay is frequently led down to
the deck, abaft the fore-mast.
The jMaln It^o^yal Stay reeves now through the
after chock of the fore-topmast cross-trees, so that if the fore-
topgallant-mast goes the main royal-mast is not in danger.
In sending up topgallant-masts the main can be stayed with-
out waiting for the fore. Sets up in the fore-top.
The 3f;izzeii Topg-allant Stay reeves over
RIGGING SHIP. 101
a small roller in the after-part of the main-cap. Sets up
in the main-top.
The IMCizzen lEtoysLl Stay leads through a
sheave in the after chock of the main-topmast trestle-trees,
and down into the main-top.
All these stays set up with hearts and laniards.
Fly ing— J il3-l>oom. Figs. 304 and 332. Sway it on
board with a span, as directed for the jib-boom, and rest it
on the head-ran ready for going out. Hang the heel by a slip
Tope from the fore-topmast staj^s, reeve off the heel rope
through a block secured to the jib-guy, through the sheave
in the heel of the boom, securing the end to the. neck of the
wythe. Pull out on the heel rope and point the end of the
flying-jib-boom through the wythe, with the shoulders clear
of the jib-boom end. rut on tne head of the flving-jib-boom,
the band fof iron) fitted with eyes for the flying-jib guys
on each siae, and one eye underneath for the flying martin-
gale. Reeve the end of the flying martingale through a
sheave in the end of the dolphin striker, and the guys
through the holes (or thimbles) at the whisker-boom ends.
Reeve also the flymg-jib and fore-royal stays in their re-
spective sheaves, ana under the cleats on the dolphin
striker. Seize the foot ropes to the shackles for the flying-
jib guys, stopping them out a short distance to the guys,
and seize the inner ends (when the boom is rigged out) to
the jib g^ys. Rig out, taking off the slip rope from the
fore-topmast stays, clamp the neel to the side of the cap,
unreeve the heel rope. Set up the flying-jib martingale,
then the fore and aft stays, lastly the royal back staj'^s,
shrouds, and flying-jib guys.
Observe that in staying all masts the stay is usually set up
first and then the bacK-stays, if any, and lastly, the shrouds.
TopKail "i^ai'ds?. Having towed the yard off to
the ship, say on the port side with the starboard yard-arm
forward, lash a large single block at the topmast-head,
into a strap sufficiently long to permit it to hang clear
of the trestle-trees. Through this reeve a hawser down
(outside of all;, and bend it on to the slings of the yard,
either stopping it to the forward (in this case starboard)
quarter, with stout lashings, or use a lizard, and secure
tne ship's side from chafe by fenders and skids. Hook the
port pendant tackle also to a strap on the after-quarter, and
man it and the hawser (taken to the capstan), swaying the
yard on board, which must be kept from canting aft against
the mast by means of a purchase or guy leading from for-
ward. Ease the lizard (or stops) as necessary, sway on the
pendant tackle until clear of the ship's side, and lower
away, landing the yard as you had it alongside (viz., with
the starboard yard-arm forward), in the port gangway, on
chocks, which should also be placed underneath the inner
quarters, to keep the yard from becoming bowed in the
102 RIGGING SHIP.
slings through its own weight. Now cast off the hawser
and tackle and prepare for rigging.
It is customary to place the fore-topsail-yard in the port
gangway for rigging, and the main-topsail-yard in the
starboard.
For detail of slings see Fi^ 336, of yard-arm, 339.
T>oixl3le Topsail iTarcls. In the merchant
service the single- topsail is rarely met with. There are sev-
eral patents of the double topsail rig. The original inventor
was an American shipmaster named Howe.
There are two topsails and two topsail yards. The lower
topsail yard- is trussed to the lower cap, being supported by
a crane underneath, the heel of the stay of which works in
a socket on the forward side of the mast. Slings are not
used. The outer yard arms have short jackstays fitted on
the upper side to which the clews of the upper topsail are
shackled instead of being hauled out by sheets.
The upper topsail yard is fitted and hoisted in the same
manner as the ordinary topsail yard. There are several
patents for rolling the upper topsail up as the yard comes
down either around the yard or around a rolling spar on the
forward side of the yard. The lower topsail is fitted with
sheets and clewlines, the clewline blocks being placed well
out on the yard on account of the short leech. In large
ships double topgallant sails are sometimes carried.
<r^ij.ar*tei? I31oel£H are iron-strapped, with friction-
rollers, shackled to bands on the quarters of the yard, un-
derneath. In case of accident compelling the use of a rope
strap, it should be single with lashing eyes. There should
be separate bands ana blocks for the clewlines, as shown
in Fig. 336. If not, the quarter block is either double for
the topgallant sheet and topsail clewline, or treble, if the
topsail reef tackle leads under the yard.
Bixrton Strap^ii. Iron bands a few feet inside of
the yard-arms, with an eye in the upper part to which the
top Durton may be hooked.
Bolt ioi- rXeacl-KMi-iiify-, Fig. 372, Plate 72. A
bolt on the forward side of the yard, just inside the shoulder
and well up on the yard ; or it may be an eye in the shoulder
band.
Bacliei' Tor Ileacl-Kai-inor, Fig. 372, Plate 72,
is a broad piece of sennit nailed around the yard, inside ana
clear of the topgallant sheet, and fitted with a thimble in
its hanging end. The head of the topsail is hauled out bv the
turns of the liead-earing taken through the bolt and held up
on the yard by the turns taken through the backer, as will
be described more fully under Bending Sails. For backer,
see Fig. 372.
Jaclc Sta.yjsi for bending are of rod iron, those for
reefing, on the topsail yard, may be of wire rope, rove
through staples abaft tlie bending jack-stay on the upper
RIGGIKG SHIP.
103
part of the yard, outer ends going over the yard-arm with
eyes, the inner ends set up to each other in the slings by
means of smaJl eye-lashings. A i'od iron jack-stay often
replaces it. Fig. 372.
Foot !Ror>e!S. These are of hemp, fitted with an
eye going over tne yard-arm. They are worme^^l and the
splice served. The neck of the splice lies a little abaft the
top of the yard, so as to be clear of the topgallant sheets.
Foot-ropes are fitted rove through the stirrups, and the ends
taken aoaft the mast {when the yard is crossed), and secured
to the opposite quarters on topy by means of an eye-lashing
passed over the yard, round on the forward side, under-
neath, up, and back throujB^h the eye again, a sufiicient
number of times ; after which two half hitches are taken
around all parts to secure the end. This plan of fitting
them is recommended, on account of the facility with which
the men can j^et on and off the yard.
Instead of the eye the outer ends of foot-ropes may be
fitted with hooks connecting to an eye-bolt on the after-side
of the shoulder-band, or else as described under Flemish
HoBSBS. Inner ends of foot-ropes omitted in Fig. 336 to
avoid confusion.
Stirnnxps are fitted with an eye in the lower end ^no
thimble), through which the foot-rope reeves and to which
it is seized. The upper ends, fitted with small eyes, are
seized to the jack-stay staples.
Flemisli Ho]:*ses. These are spliced around a
thimble on the pacific iron for that purpose, and the eye in
the other end secured on top of the vard to the iack-stay,
the length of the yardarm inside of the sheave hole, with a
rose-seizing. These are foot-ropes for the, yard-arm men
when reefing, &c. It would be better, as is already done
on some modem ships, to do awav with the flemish horses
by carrying out the foot-rope to the pacific iron, fitting the
necessary extra stirrups. *
Tye Blooks are iron-strapped and connected by a
bolt to a band around the slings of the yard ; or, in case of
two tyes, the tye-blocks shackle to bands fitted at the
slings, at a distance apart equal to the diameter of the*
topmast. The bands are joined by a span, which is used
for the purchase to hook in when sending the yard up
and down. In case of an accident to the straps of tye-
blocks, requiring them to be fitted with rope-straps, it is
well to remember that two single straps are needed to
make the block stand fair on the yard.
I^o,in*oI. A parrel fitted of wire rope is commonly
used. This consists of a long ana a short leg, leathered
• The flemish horso was introduced when lifts and brace-bh)ck straps went
over the ytfrd-arm with eyes, and it enabled these to be removed or jnit ov-
without coming up anything but the inl)<)ard lushing: of the flemish horse.
Now that all this gear is differently fitted, a separate outboard foot- rope ie
superfluous, and is going out of use.
104 RIGGING SHIP.
singly, marled together, and again leathered in the wake cf
the mast, Fig. 33G. Eyes are spliced into the ends of the
two legs, and stout quarter seizings placed on both close to
the eyes of the short leg. The long leg then passes around
the quarter of the yard, half the diameter of the topmast
from the centre, and secures to the short one by a rose-
seizing on the upper after side. When the yard is crossed
the remaining leg is passed on the opposite side and secured
in the same manner. There are additional seizings through
holes in the jaws to keep the parrel in place. In time
these parrels will probably be replaced by an iron cylinder,
sliding up and down the topmast, to which the topsail yard
is secured by a truss similar to the one on the lower yard.
This cylinder, or tub, keeps the yard well trussed to, and
its lower edge is low enough to keep the yard off the cap.
Urace lJlocls:&^. Iron-strapped, with friction-
rollers^ and shackle to the after-bolts m the shoulder-band,
block sheave standing up and down. In case of accident
to the strap or bolt, use a grommet strap arouud the yard,
single strap around the block, the two straps connected
by lock thimbles.
Litit.^ are four-stranded, hemp, and blacked. Hook to
the shoulder-band, reeve through lower sheave of a sister
block seized in between the swifter and next shroud in the
topmast rigging, just below the eyes, thence to the top,
where they turn up through clump blocks. Set up with
jiggers.
•Jewel I31oekH. Single, rope or iron - strapped,
hook to the pacific iron with sister hoolcs. Not put in place
until the studding sail gear is rove off.
Tvesis. Flexible wire rope. The lower end has a
thimble spliced in, to which hooks the fly-block. Passing
through the mast-head gin-blocks, they reeve through the
tye-block on the yard from out, in, thence up through the
topmast trestle-trees, and made fast around tne mast-head.
The heel of the topgallant-mast is scored out on purpose to
admit the tye.
Small ships have a single tye only, which in this case
reeves through a sheave in the topmast, instead of a gin-
block. Bell's purchase (see Topsail Halliards) is used in
connection with such tyes.
The length of the tyes should be such that the fly-blocks
will be square with the lower cap when the yard is down.
See that the yard is fitted with boom irons, reefing cleats,
saddles (inboard from sheave holes) for topgallant sheets,
&c., and prepare for sending it aloft.*
Hook a stout double purcnase from the topmast-head to
the tye-band (or a strap) in the slings of the yard, Fig. 335.
* It may be noted here that tlie iron work, bands*, &c., described in connection
with the jard fittings are all in place, as a rule, before the yard is sent on board,
and are enumerated only to com[)lete the list of the fittings. In former times
nearly all of the above described fittings were of rope.
9
Plate 59
RIGGING SHIP. 105
Coil the lifts on the quarters of the yard (stopping them to
the jack-stays), and reeve marrying-lines for the braces,
observing to dip the starboard (or upper) one over the
lower stav. Overhaul the top-burtons from aloft, and hook
them to the yard-arms ; as also a fore-and-aft tackle to the
slings to keep the yard from chafing against the mast, as it
goes up.
Man the purchase and walk away, taking through the
slack of the starboard-burton, keeping control of the port
^or lower) yard-arm, and placing a mat under it to prevent
injury to "the deck. As soon as the upper yard-arm is
well up and clear of the lower stay, commence crossing by
^keeping to the slack of the fore-and-aft tackle, hauling on
the lower burton and starboard brace. Reeve the lifts
through the sister-blocks, and as the yard rises above the
lower cap, square it : bring to and pass the parrel. Reeve
the tyes, hook the fly-block with the halliards rove, and
take the strain from the burtons and purchase, which may
now be unhooked, and the latter sent down, together with
the fore-and-aft tackle. Observe, lastly, to place a block of
wood between the slings and lower cap, to keep the yard
from bowing, in case the halliards should be slacked or let
go ; or, as sometimes practised in large ships, have a mid-
ship-lift fitted, of such a length as not to permit the yard to
touch the cap.
N.B. — This routine supposes the yard to be lying in the
port gangway, with the starboard yard-arm forward,
Lio^vei* "Vai'clss. Of the many methods suggested
for getting a lower yard on board, the following may be
selected as the safest and most seamanlike :
The yard is towed alongside, on the starboai^d side, with
the port end forward. Top up the fish-boom. Fig. 3o7, by
its topping lift T, the upper block being hooked at the fut-
tock band. Swing the boom around to the starboard side
with the usual forward and after guys. (For description of
fish-davit, see Ground Tackle.) Should there be no sheave
in the boom, as at A, lash a block at tliat point. Lash
together two large single blocks, as at B and C. Reeve a
Eendant through A and B, securing the outboard end to the
ead of the boom, and take a turn with the other end of the
pendant at the sheet bitts.
Through the block C reeve a hawser, make fast to the
bight above C the lower block of a treble purchase from the
topmast-head. The other end of the hawser is secured at
the slings of the yard, and stopped along the port yard-arm
to the pacific iron, with rope stops.
Protect the hammock rail where the yard is to be landed
by blocking up in the netting above the level of the rail.
When ready, tow the after (starboard) yard-arm out
from the ship, keep it end on to tne vessel with a guy from
forward. Walk away with the treble purchase, and as the
ion RIGGING SHIP.
yard comes over the rail, cast off the stops in succession ;
the pendant easinj^ the yard in to the mast. Use, in addi-
tion, a fore-and-aft tackle, and thwartship jiggers to assist
in placing the yard across the nettings.*
Sliii«r-l>aii<lK, These are two stout iron bands Roing
around the yard, each side of and near the centre, and con-
nected by an iron span, to which the slings are attached by
means of the slip-hook, or " pelican " hook. Plate 39.
There may be two additional bands, one on each side, for
preventer slings, or for the jeer-blocks, if the latter shackle
to the yard instead of lashing.
Tlio Oixaiii-Hlingrts are sent aloft by one of the
top-burtons, and fit over the lower cap in a saddle for the
purpose, or they may be fitted with two shackles that secure
to the eyes of a crescent, bolted over the cap. A back-
lashing abaft the mast, about one-third the doublings from
the mast-head, keeps the strain on the slings in a vertical
direction. Plate 39.
Ti'iiss«-l>aiicl?<« Iron bands, outside the sling-bands,
to which the arms of the truss are secured. See also
Fig. 338.
15s:iel£<>i* and Staple loi* Heacl-earingr.
There is usually an eye in the shoulder-band for the head-
earing. In its absence, a grommet strap of small rope is
put on the yard-arm first, with a thimble seized in on top.
Backer of rope plaited, fitted similar to the one on topsail
yard.
T^it"tK are of wire. In large ships they are rove as
luffs, with the double block at the cap, and single block
hooking to the shoulder-band. The standing part hooks to
the breech of the vard-arm block, or to a bolt on the shoul-
der-band. In smaller vessels the lift is a gun-tackle pur-
chase, the standing part hooking to the breech of the upper
block. Lower lift blocks at the cap are of iron, the fore
usually has additional sheaves (the after ones) for the lower
boom topping-lift.
The end of the lift on deck is turned up around a thimble,
into which a double (or lighter) purchase is hooked.
I3i'aeo'-l:>locli>s. Iron strapped, with friction-rollers,
hook to shoulder-band, sheave up arid down.
<^xiai'tei"-131ocltw for the topsail-sheets, are iron-
strapped and shackle to the band, underneath the yard,
* For the mnin yard tlie fish-booiu is taken aft and the heel secured in one
of the jeer bolts forwarl of the mast. In the case from which this description is
taken, the main-yard of the "Colorado" was the spar handled. There were
no precautions necessary, except as alcove stated in protecting the netting. The
ship was in port, at Hong Kong, the waistljoats remained hoisted, and the gang-
way ladder shipped. The spar, 110 feet long and weighing nearly 10 tons, waa
landed on board inside of 20 minutes. Treble purchase 6-inch fall.j hawser
10 inch, pendant 4i-inch hemp, stops on the yard and hawser 2 J -inch manilla.
In the absence of tlie fish-boom, use any suitable spar as an outrigger.
RIGGING SHIP. 107
Plate 39. In case of accident to the strap or bolt, seize
the 5[uarter-block into a doubled grommet-strap with a round
seizing, the bights being secured to the yard on top by a
rose-seizing.
Clevr-Ci-ax'net-moeliH, Plate 39, are iron-
strapped with friction-rollers, and hook to a band around the
yard, being forward and inside of the quarter-blocks. They
should be ntted with a link or swivel. In case of accident
requiring them to be rope-strapped, use single strap with
lasning eyes, the latter seized together on top of the yard.
Ciiiarter*-Ii*<>nis, Fig. 347 6, for the topmast-stud-
ding-sail-booms, are screwed to iron bands on the yard about
two-thirds out, and are fitted to clamp and unclamp around
the boom.
]3o<>iia IroriH for the same spars are keyed to the
ends of the pacific-irons, and fitted with a roller in the
lower part. Fig. 334, also Fig. 347.
Kixi'ton. Sti*fipH. iron bands with eyes at top,
fitted to the yard inside the sheave for topsail sheets.
•J^icliHtays^ both for bending and reefing, are of
iron, the former with staples, the latter passing through
eye-bolts on the yard above the bending jack-stay.
K'oot Xl.opefe«. Fitted similar to those on the top-
sail yard ; the outer end hooks to the shoulder-band. Fig.
334. The foot-ropes cross forward of the mast, each inner
end secured to the opposite arm of the truss and seized to
the arm on its own side. The two foot-ropes are seized
together where they cross.
The necessary cleats, &c., having been attached to the
yard, it is sent aloft by ^the jeers ; should these not be
available, use two pendant-tackles. In either case, hook
both top-burtons to tne burton-straps on the yard, and reeve
and man the braces and lifts — the latter rove single until
the yard is aloft. Keep the yard clear of the mast by a
fore-and-aft tackle.
The jeers are two double (better treble) purchases, the
upper blocks in small vessels being secured permanently to
the chain slings aloft. (See Jeeb Blocks).
The lower blocks lash around the yard on either side
of the slings ; the upper blocks hang by long lashings or
chain slings from the lower cap, over the forward part of
the top rim.
Swaj aloft, keeping control of the fore-and-aft tackle ;
when high enough key the truss, hook the slinks, square
the yard by the lifts and braces, unhook the jeers, bur-
tons, &c.
The cross-jack yard differs somewhat in its fittings from
the fore and main, as no sail is set upon it. The braces
hook to a band well inside the shoulders, so that the brace
(which leads forward) may clear the main topmast back-
stays.
108 RIGGING SHIP.
The cross-jack yard is got on board by a purchase from
the topmast head, and swayed aloft by the same purchase
and the burtons.
The lower yard is sometimes taken first in order, in
rigging ship, but by sending the topsail-yards up first, time
may be saved.
T'opg-allant-A^iiiulK. The yard being alongside,
sway it on board with the yard-rope, rove tnrough the
sheave-hole in the topgallant-masthead, hooking it to the
slings, and stopping it down to the forward yard-arm.
The fittings are as follows, Figs. 3J:0 and 341 :
Hliii«fw« An iron band around the center of the yard,
with a link for the hooks on the yard-rope.
l*iii*i*el. A grommet on each side of the slings fits
around the yard and the jaws, a score being cut in the lat-
ter. Both grommets are leathered, and are seized to form
eyes abaft, abreast the opening of the jaws. A third grom-
met strap, also leathered, is seized to one of the eyes, and,
when the yard is crossed, passes around the mast, and
lashes to the other eye. In port, exercising, a single lash-
ing is substituted for the third grommet-strap. Instead
of the first two grommets there might be eyes m the jaws,
but these foul in sending the yard up and" down, and are
liable to get knocked out.
If the the topgallant-yard is not provided with jaws the
parrel is formed as above, or with a long and short grom-
met. The larger strap is long enough to go around the
yard and meet the short one, being secured by a lashing of
small stuff. Both straps leathered.
C.^imi'tei' IJloeliK. These are double, iron-
strapped, friction-rollers, and hook to a band on the yard.
Hti-sip !<>!• tlie J_^iziii'cl« A grommet strap
slipped over the yard with a thimble seized in the bight,
on top of the yard, the strap itself being a few feet from
the slings, and called a quart erst rap. To prevent slipping
this quarter-strap should be seized to the jackstay.
liiiekei^ liiKl CJi'iiig-li* !<>!• Ilesicl-oni'iiijr.
Backer same as on top-sail yard. Instead of a head-earing
staple, there is a small cringle worked into the eye of the
foot-rope, clear of the royal sheet. Figs. 341. b,
r^oot-JL^opes^, Fig. 341. Fitted with eyes to go
over the yard-arms. At sea the inner ends generally cross
abaft the mast (preventer parrel) and in port they cross for-
ward of the mast. These inner ends are variously secured.
They may be fitted with an eye, lashing to the yard with a
flat-seizing, eye abaft and on top of the yarcl. Or, for
convenience in shifting, these ends of the foot-ropes may
be fitted, as in Fig. 340, with sister hooks to connect with
the thimble of a strap on the quarters of the yard. Or,
finally, if the neck of the eye-bole for the quarter-block is
long enough, the ends may hook there;.
Plate 61
iniK.33S
■II^^^H
q
r'"^-r>r"-_^::y^^"::r^ 7
^
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— ■
;_-.---r-^-^r'_-*L i^.
^^^^^^^^W
Fiir.330
E
—
T
•
— -
— -
L
-'^
m^
r
»-i-^
— ^_
.\'
RIGGING SHIP. 109
Hending- .Tsvclc Sttx;^'^ of iron. There is no reef-
ing jack-stay.
I^ift, Fig. 341 a. Single, with a round eye, the splice
of which is served. The eye goes over the yard-arm when
swayed up for crossing. The lift is cut long enough to
reach the top after reeving through the bull's-eye or cmmp-
block between the topgallant shrouds. It is marled to the
eye of the brace, so that both lift and brace go on and off
together, the double eye being leathered.
The lift and brace may have their ends secured to eyes
projecting from an iron ring which is leathered and goes
over the yard-arm.
Ui'aces!. Fitted with an e}^e in the end, marled to
the lift, or hooked into the iron ring above described. It
may be single or a whip and pendant.
Mll<>l•tel•^*, Fig. 341 a, are in length a little less than
half the yard, the outer end spliced into the thimble of an
eye-bolt at the yard-arm ; the inner end has an eye for the
tripping-line, and is secured by a stop to the slings when
not in use.
I^o d*os8K n Toi><inllsxn1 ^"fii-cl. Fig. 342.
The yard rope, having a lizard attached (overhauled down
forward, and outside of all), is rove through a ffood-sized
grommet passed over the upper yard-arm and nooked to
the link in the sling-band, the lizard being rove through the
upper quarter-strap thimble, and hitched to the one on the
opposite quarter. Take the eye of the lower lift and brace
in the topmast rigging, and that of the upper one to the
opposite side of the topmast cap, and sway aloft. When
the upper yard-arm rises within reach of the man on the
topmast cap, take off the grommet ^ slip on the lifts and
braces over the snorters, gathering up the slack of the
lower one, and sway away until the slings of the yard
are well above the topmast cap, take through the slack of
the lower lift, then talce a turn of the parrel-lashing abaft
the mast, through the eye in the opposite strap, tend
the lifts and braces, slack up the Uzard, and **sway
across," squaring the yard, and passing the parrel for a
full due.
Note. — The outer ends of snorters are generally plaited
like sennit, that they may lie flat, and permit the eye of the
lift and brace to fit over snugly.
tlo^yal ^^ai*cls« The routine of rigging and cross-
ing is precisely similar to that of the topgallant yards ; the
differences being that the quarter-blocks are single, there
are no backers, and the foot-ropes never cross abaft the
mast.
In many ships small hand grommets are worked around
the jack-stays for the men to hold on by when at sea.
110 TRY8 AIL-MASTS, GAFFS AND BOOMS.
TRYSAIL-MASTS, GAFFS AND BOOMS.
These spars are usually swayed on board by means of
the fore or main yard and stay tackles: purchases most
frequently in use, and convenient at tnis stage of the
equipment.
Ti'jV'ft^ail-^i^M^^^tK. The trysail-mast is shipped bv
means of a tackle hooked to a strap above the f uttock-band,
the head being pointed through a hole in the after-chock,
and the heel (over which the hoops are passed) stepped in a
socket or mortise, on the fife-rail, or on the deck. After
which, the head is secured by a lashing through a B-cleat
underneath the top, or with iron keys ; copper having been
put on in the wake of the gaff.
The spanker-mast may oe fitted with an iron spindle in
the heel, stepping into the heel-strap of the spanker-boom.
Cjra.ll is. Figs. 343 and 344. The plan at present gener-
ally adopted in the service for trysail and spanker gaffs
is to fit them with jaws and in connection with a trysail-
mast, there being hoops on the gaff and trysail-mast for
bending the sail. Gaffs may be seen in some vessels secured
directly to the lower mast by means of .eye-bolts within
each other, like lock thimbles. Another plan is to have a
scored batten secured on the after side of the mast in place
of a trysail-mast, with metal slides furnished with bending
loops sliding up and down in the c^roove of the batten. In
this case the gaff attaches to a sliding chock, which also
moves up ana down in the score of the batten, ''railway
fashion, as it is termed.
The ordinary gaff first described may be fitted with a
Kermanent span of wire rope or chain, from the shoulder
and to the after part of the cap, and a similar throat
pendant shackling to the upper part of the gaff between
the jaws and to a bolt under the top ; or, tlie span and
throat pendant may be replaced by peak and throat hal-
liards, sometimes rove in one, as described under running
rigging. The blocks for these halliards are iron-strapped.
vangs are fitted with a pendant that hooks into a band
on the siioulder of the gaff.
The vang pendants having been liooked, the gaff is sent
aloft by means of its halliards, or by a top burton hooked
into a strap around the peak pendant and another tackle
from under the top, shacKliiig- the pendants as soon as the
gaff is aloft, and passing the jaw rope or parrel.
In view of the frequent use of trysail gaffs as derricks in
raising weights through the hatches which they plumb, the
gaffs and their fittings should be as substantial as possible.
A very important part of the fitting of a gaff is the
saddle (a), Fig. 344, Plate 04. This consists of a block of
wood, which bolts in between the jaws and is hollowed out
Plate 62
-f^^^
H^g.338
L_
TBY8AIL-MASTS, GAFFS AND BOOMS. HI
to fit the mast. It facilitates the hoisting of the gaff, for at
whatever angle it may be, the same smooth surface of the
saddle is presented to the mast.
Saddles are particularly useful in small vessels where
the eaff is frequently lowered and hoisted.
Tne «panfccr-g^aff should always be fitted with throat and
peak halliards to hoist and lower, as necessary ; for other-
wise it would be almost impossible to reef the sail. In
brigantines and schooners it is not unf requently the case
that eye-bolts are attached to each side of the jaws, for
preventer lashings in heavy weather ; and a single block
(grommet-strapped) is put over the gaff end for a down-
haul : vangs being dispensed with as useless, on account of
the sharp angle at which they act, in consequence of the
height of the gaff.
booiiiH. That for the spanker is neatest if shipped
with a goose-neck to an eye-bolt on the mizzen-mast, Fig.
345, and fitted with an iron oand over the boom-end for the
topping-lift and the guys, both of which connect to it with
sister nooks. The sheet-blocks are best if strapped with
rope-groDMnets, on account of the jerks and checks in jib-
bing, which render eye-bolts liable to snap and break at the
necK. These blocks are fitted with clip-hooks if the eye is
up and down. The foot-ropes hook into a band on"^ the
boom end, and seize to eyes on the sheet band. Fig. 346.
The topping-lifts (one on each side) are usually fitted
with sister hooks in the end and hook to an iron band,
about one-fifth of the extreme length of the boom from the
outer end ; while the running parts reeve through blocks, at
each side of the mizzen tressle-trees, and thence to the deck,
where gun-tackle purchases are attached. In men-of-war
of the smaller class, and in the merchant service, the
topping-lift is not unfrequently single, and rove through the
gaff -end, and a roller in the after-part of the mizzen-topmast
tressle-trees ; the end is turned up around a thimble into
which a jigger is hooked.
On the main-boom of brigantines and schooners the
topping-lift is usually fitted with the standing part secured
at the mainmast-head by hooking in an eye-bolt of the
wythe ; while the lower end is spliced around a double
block, in which a fall is rove, leading through a single one.
and a sheave in the boom. In this class of vessels the clew
of the sail shackles to a band around the boom. A heavy
strap (which is cleated forward), with thimbles at each sid(\
is put around the boom at the sheet-block for the booni-
tacjcle pendant, which is fitted with a hook in the after-end
and a thimble in the forward, and is used only in going large.
The boom is got in its place by means of the throat-hdiy
hards and topping-lift, assisted by guys and thwartship
tackles, as requisite.
Stuclclinsr-So.il JiooniK. That for the lower
112 TRYSAIL-MASTS, GAFFS AND BOOMS.
Studding-sail is fitted with an iron goose-neck and key,
which connects to a bolt in the forward part of the fore-
channels, and is shipped either by means of the fore and
main yard-tackles, or with tackles on the fore topmast back-
stay and forward swifter of the fore-rigging. On the outer
end, about two-thirds from the goose-neck, an iron band is
fitted on the boom, having eye-bolts on the forward, upper,
and after sides, for the topping-lift and the guy-blocks ; moor-
imj pendants with large thimbles in the lower ends for the
boats, and a Jacob' s ladder are hooked, when in port, to the
boom. The eyes for the pendants are underneath the boom,
and those for the Jacob's ladder are on the upper after side.
The topping-lift is of wire, it hooks to the upper eye-
bolt in the band on the boom, reeves through a metal block
hooked to an eye in the bolt which shackles the fore brace-
block to the yard, thence through a block at the lower cap-
usually the after sheave of the lift-block. The inboard ena
of the topping-lift is turned up around a thimble, into which
a purchase is hooked.
The guy-blocks are iron-strai)ped and hook to the band.
When the boom is rigged out in port a life-line is seized
to the topping-lift, about breast-high from the boom, with
its inner end secured inboard in the chains, in line with the
boom.
When the boom is not in use it is hauled alongside by the
after-guy, and rests in cranes, shipped for the purpose in
the waist, the topping-lift being unnooked and tncea up out
of the wav.
The lower boom is so called at sea, and is known as the
swiiiqing-hooin in port.
'lOpiiiitKt Htixclcliiig'-Sitil 15c><>lll^4• Round,
spruce, or yellow pine spars, unpainted excepting their pro-
jecting ends. The outer end is fitted witn a permanent
tack block, swivelled upon it. Fig. 347, and in line with the
axis of the boom, or else there is an iron pin driven through
the boom vertically, near its outer end, Fig.i348.
The inner end, or heel, has a deep score lor a heel-lashing
when the boom is rigged out. Outside of this score there
are two holes bored in the boom, one up and down, and one
fore and aft. Fig. 347. A erommet strap is worked through
each hole, one having a thimble for the in-and-out jigger,
and the other a thimble for the tricing-line.
The inner strap is fitted through tne hole bored fore and
aft, in line with tne score. It is used for the boom tricing-
line. Splice a heel-rope around the neck of this inner strap.
Unclamp the quarter iron. Fig. 347 6, on the yard, and
prepare for sending the boom aloft.
Carry out a whip on the fore-yard, secure it well up on
the fore-lift. Hook a clew-jigger from the lower cap to one
of the grommets on the heel of the boom ; the whip from
the fore-yard is hitched to the boom far enough out to clear
Plate 63
iri«.330
iTiiS/i I i. a
l'
TRYSAIL-MASTS, GAFFS AND BOOMS. 113
the quarter-iron, using the heel-lashing for a back-lashing.
Have a gnj from forward, sway away on whip and clew-
jigger, keeping the outer end uppermost. Land the boom
on the quarter-iron. Now sway up on the heel and point
the boom fair through the boom-iron. The blocks for the
lower studding-sail halliards and topmast studding-sail !
tack, when placed, go over with straps fitted to go neatly
around the boom-end, and are kept from slipping in by the i
iron pin above referred to. \
When the tack-block is a permanent one, with a swivel, '
the halliard-block hooks with sister-hooks to the neck of the '
swivel for the tack. i
The above blocks are taken off in port, except the swivel- '
ling tack-block, wliich, when fitted, is a fixture.
Clamp the quarter-irons, hook the boom tricin^-line, rig
out to the square mark and take off the clew jigger and
whip. Lastly, seize a hook horizontally on the vard, just i
inside the burton strap, with the point outboard, for the
purpose of securing the boom, when setting the sail,* and I
shirt the in-and-out jigger ready for use.
Top-jarallant Htiiclfliiig'-^inil T^ooitik^, Fig.
349, are rigged nearly in the same manner, but have no hal- I
liard-block at the outer end, and the tricing-line goes directly
through the inner hole in the boom (no grommet), with a
Mathew Walker knot in the end. There is no quarter-iron ;
instead, a quarter-strap of rope mav be fitted. This forms
a figure eight around the yard and boom, seized where it
crosses on the yard. One end is split to form two eyes.
The other end has one eye (all eyes leathered), and the two
ends are held together, when the boom is rigged out, by a
toggle. The toggle is taken out as soon as the boom is
rigged in, to be ready for tricing up. Fig. 350.
Instead of the rope quarter-strap, some ships use a rope
jackstay, seized to tne eye of the topsail lift, and set up to
Its opposite in the slings of the yard! In this case a becket
is fitted in the heel of tne boom, which toggles to a travelling
bull's-eye on the jackstay. '
The tricing-line leads from the top up through a single
block seized to the forward swifter of the topmast riggings,
close up to the eyes, thence down to the boom, where it is
rove through a single block, and is then secured to the heel
of the boom. When it is required to rig the boom out, the
tricing-line is converted into an in-and-out jigger, thus : —
The tricing-line is let go in the top, and the single block,
through which it passes at the heel of the boom, is taken
out on the vard, takiing out the bight of the tricing-line with
it, and hooks to a thimble on the yard.
The boom, when required for setting the sail, is secured
* The heel-lashine is passed over the book, and back tbroagb tbe score in
the boom, and two hair-hitches taken with the end around all parts.
lU RUNNING RIGGING.
by means of a lashing passed over a hook on the yard,
like that for the topmast studding-sail boom, already men-
tioned.
The booms on the topsail-yard are usually sent up by the
halliards, rove through a block, secured to the forward-
swifter of the topmast rigging, the boom being slung in a
span.
RUNNING RIGGING.
Besides enabling us to measure for, and cut. standing
rigging, a fore-and-aft draft of the ship gives the length of
all running rigging. To measure for main-topsail clew-
lines, for example, supposing them to be double, take
twice the distance from the clew of the main-topsail, Fig.
284, Plate 43 , to the quarter-block on the topsail-yard, to
which add the distance thence to the deck, plus end enough
to lead out ; double this to get the other clew-line and
divide by six to reduce it to fathoms, and so for any other
rope. One half of each upper yard should be represented
as on the cap, in order to measure for lifts, &c.
When a rope leads direct and is not exposed to unneces-
sary friction, it is said to have a clear or a fair lead, an
extremely desirable condition, and one too frequently neg-
lected.
Rope supplied in coil has had turns hove in it in the coil-
ing. To get these turns out, the rope must be '* thorough-
footed." To do this, if the rope is right-handed, lay the coil
-flat, with that end inside wnich goes around ''with the
sun" (to the right), now haul that end up through the
coil and coil it down, left-handed. Then dip the new upper
end down through and coil again left-handed, and repeat a
third time. The rope is then stretched, and the gear cut
and rove oflF. First in importance may be mentioned :
BRACES.
Foi-e-T5i*tiO€^K, Fig. 351. Hemp, left-handed, stand-
ing part of wire to extend forward of smoke-stack. Stand-
ing part hooks to eye-bolts in the bibbs or to the neck of the
brace-block bolt at the bibbs, as in Fig. 3516, thence through
blocks on the yard from up, doiDt, back through other
blocks on the outside of bibbs and down to sheaves in the
fife-rail (usually from aft, forward) .
iVJ[aiii-JE3raees<« Standing part hooked into the
bumpkins aft, or into an eye in the breech of the block,
then through brace-blocks from down, up, back to othei*»
on the bumpkin {inside the standing parts) and through
sheaves or leaders in the bulwarks.
On board large ships where there is much drift to the
BRACES. 1 1 ^
main-brace, it will be found very convenient to fit the
standing part with a jigger, thus : Into the end of the brace
splice a single block, and to the eye in the strap of the
brace-block on the bumpkin, hook the double block of a
jigger. Reeve the fall, the hauling part leading in through
the bulwarks with the hauling part of the main-brace.
After haulinfi^ the main-brace moderately taut in the usual
way, a few hands on the jiffger fall on the standing part
will get the brace as taut as desirable.* Fig. 353.
It is usual to have a permanent timenoguy f leading from
the mizzen rigging to the main-brace, the object being to
keep the bi^ht of tne brace from fouling the quarter-davits
whdQe working ship.
The same has been found needful in the main rigging-
on board very long ships to avoid fouling the waist davits.
The timeno^y is seized to the standing part of the
brace, the hauling part reeving through a thimble.
OroHs^ack: Mracess. The standing parts hooked
into the strap of a double blockt hooked to an eve-bolt on
each side of the mainmast, in a line with the yarcig — thence
to the brace-blocks from down, up, and back to the inner
sheaves of those on the mainmast.
Fore-topsail 13races. Standing parts fitted
with eye-splices lashed together abaft the mam topmast-
head, laid along in the doublings of the collar of the main
topmast-stay, and stopped down on each side to and below
the crotch, to avoid chafe from the foot of the sail and brace
blocks ; thence forward and down through the brace-blocks
to clunap-blocks, seized to the main-stav, Fig. ;351, at the
fork. Thence through blocks at the bibbs to the main fife-
rail. Lead there through sheaves, usually from forward, aft.
>Iaiii-topsail Uraces^. Standing part hooks to
an iron traveller, which moves up and down the mizzen
topmast to shift the strain lower down as it becomes greater
(if the mizzen-topsail is reefed or taken in), thence to the
yard and down to hanging blocks on the mizzen-mast,
about half way between the top and the deck.
>XiKKeti-topKail Hi'noes. The standing* parts
hook to the strap of a block at each side of the main cap :
thence to the yard from down, up, back to the blocks, and
so down through the lubber's-hole to the deck.
All the above braces are of hemp, left-handed.
l^ore-top-orallant Bi*acew are usually rove
single, the standing parts going over the yard-arins with
* Tlie same principh* may be variously apfilied, as to a main tnck. tlie slieet
of a Bchooner's lu^ rore«ail, &c.
f A timenoguy 18 aiiy piece of rope placed to ])revent riprging from chutinjr
or fouling.
1 The outer sheave is for the mizzen top-bowline.
$^ Otherwise, the angular action of the brace would cant the yard either up
or down, and consequently slack one or the other of tlie mizzen-topsail leeche*.
11*:> BRACES.
the lifts, thence through span-blocks on the main-topmast^
stay collar, and others, under the eyes of the topmast
rigging — whips (the standing parts of which are secured to
the deck) being attached to the ends, in large ships. The
whip-blocks should be iron bound with swivel-eyes. Brace
of hemp, whip of nuniila.
>Xaiii-t<>p-jrnllnrit T^i*ii<*€*8<« l^ide preceding,
and substitute nnzzcu tor "main." Brace hemp, whip
manila.
>rizzeii-tc>i>-pfalljiiit lifsi <*<*!<• Through small
blocks, underneath the main-topmast cross-trees, or seized to
the main-topmast backstays. Brace single, manilla rope.
K'oiH^-i-o.vsil Ui*sVeeK are single (without whips),
and rove like the top-gallant braces, except that they are
taken to the main-top-gallant mast-head. The blocks are
now generally made of metal, and hook to eyes in the
funnel, or are seized to the top-gallant rigging.
ZVXiiiii-i'o.^'sil lli*ivc?OK. Same as fore-royal braces,
except taken to >n/zzen-top-gallant mast-head.
>Xizzc*ii-i'<>.vnl IJi-acroK. Single, and through
sheaves in the after-chock of the main-topmast cross-trees.
All royal braces are of manilla rope.
''l^opiiiiist Htiulcliiijr->^siil-l><><>iii lii*ai'€*M
may be either single, going over the boom-end with a run-
ning-eye and leading through a tail-block on the forward
swifter of the main rigging ; or double, with a pendant and
whip leading to the mam rigging.
l*i"#*veiit<*i" IJi'iiee!^ are fitted with a pendant
and whip, the former going round the yard, hooking to its
own part, and the latter led to the deck, well aft, when for
bad weather. When rove for action, they are led forward..
HALLIARDS.
^^op^<s^il-lInllisll•<l^«• Where double tyes and
gins are used, the standing part of the halliards is spliced
to a single block (which is iron-strapped and fitted with a
swivel), in the channels, on ea(*h side, and then rove
through a double one hooked to a thimble in the end of
its respective tye. A double purchase is used in heavy
ships.*
* Bell's ])iirrha8e, as usuttlly fitted for the mizzon -topsail halliards. Tho
tye used is single, of flexible wire, reeving through the sheave in the topmasU
Tlie four blocks are single (see Fig. 354) ; block A shackles into tye abaft the
luast, blocks B and C an* in the after part of the mizzen chains, one on each side
of the ship : block D is at the height of the lower mast-head when the topsail-
yanl is on the cap, but close down to the leading block on deck when the yard is
hoisted. The parts markt^l 1 and 2 are securely seized together at A. Power
gained is as 7 to 1, friction not considered. Fig. 855 shows a similar parchaoe.
for heavier yards.
HALLIARDS. 1 1 7
Top-jarallant FIt:i.lliiii-clH ; rove off on going to
sea. The top-gallant yard ropes being rove in the jack-
blocks, a '* snort yard rope " reeves through the sheave in
the mast with sister-hooks in one end, hooking to the slings
of the yard, and a thimble is then seized into the other end,
for the top-gallant purchase. This is a tackle hooked into
the lower trestle-trees, fall sent on deck. To unreeve the
short yard rope on going into port, turn out the thimble.
The long yard rope is coiled down in the top, ready for
use in sending down the yard if necessary.
K/O.val-IIalliai'clK are best, if fitted with a gun-
tackle purchase, thus : The yard-rope, being rove in a leader
on deck, is passed through a single block fitted with a strap
having an eye, and toggled on abreast the top, as repre-
sented in Fig. 352, Plate fKl. In the event, then, of having
to send the yard down, it is onlv necessary to take off the
block, whicn will leave the yardi-rope clear for running.
The strap of the block may be a temporary one and made
of a selvagee and the yard-rope, Fig. 00:2 (a).
Tlii»oat-IIixlliiii*<l?^. If for a spanker or trysail,
they usually consist of a purchase rove through double and
single blocks ; the former hooked to a bolt on the under
side of the after lower chock, and the latter to a band and
eye-bolt at the jaws of the gaff ; the hauling part leading
through the upper block from aft forward, to the deck. In
brigantines and vessels with a boom-mainsail, both blocks
are double.
l^e«,l£-Halliai'cls<« The best plan for peak-halliards
is to reeve them as follows : Hook the standing part into the
breech of the mast-head block (which is double), and reeve
thence tlirough the inner block of the gaff, from aft for-
ward; then up through the port sheave of the mast-head
block, out through the block at the gaff-end, from forward
aft ; and lastly, back to the sheave of the mast-head block.
The merit of this system will be api)arent, if we consider
that the hauling part, by being rove last, at the gatt'-eiid.
permits the peak to drop the instant the halliards are let go.
The stanaing part may be rove through the third sheave
of the block (treble) at mast-head, and have a small single
block spliced in the end, through which re(*ve a whip ; this
enables the peak to be pulled up taut. The latter plan is
adopted by all large schooners and sloops, and is on the
same principle as applying a purchase to the standing part
of the main brace.
Htoiixi-Sta.vwail ITa-lliai-cljs!. The fore-storm
staysail-stay, fitted of rope of the proper size, having in its
upper end a stout iron toggle covered with leather, toggles
into the crotch of the fore-stay. The lower end, after pass-
ing through the hanks of the sail, reeves throug;h a stout
bulrs-eve strapped to the bowsprit, and sets up with a luff.
The halliards are sometimes a luff, and sometimes a gun-
118 HALLIABDS.
tackle purchase. The lower block hooks to the head-cringle
of the sail, the upper to an eye-bolt under the top, or to a
strap around the collar of the fore-stay.
This gear is rove only on the probabilities of bad weather.
Jil> stud Topiiiast-Stay»ail Ha.llia,i*d.»
are rove through the upper sheave of iron fiddle-blocks,
hooked to a bolt in eacn side of the topmast trestle-trees,
thence through hanging blocks in the after-gart of the
trestle-trees, to keep them clear of the topsail tyes and
lifts. The jib-halliards are double, and reeve through a
block in the head of the sail, with the standing part half-
hitched and lashed to the crotch of the stay collar. Hal-
liards of manilla. The staysail-halliards are single, with
sister-hooks to the head-cringle and a whip, the T)lock of
which comes just below the hanging block when the sail is
taken in. Pendant hemp, whip manilla.
The lower sheaves of the fiddle-blocks serve for the top-
sail buntlines.
The jib-halliards should be led on the starboard side, and
those for the staysail on the port — ^a rule which is self-
evident, when we remember tnat the latter is set on the
port topmast-stay. The method of fitting these halliards
with whips, is not approved of by seamen generally, on
account of the liability to tangle and get foul in hauling
down the sail ; and the obvious necessity of separating the
parts widely from each other.
Note, whenever a whip is used, as in the foregoing, it
is well to use an iron-strapped swivel-block, splicing the
pendant into the eye of the swivel, to avoid cable-laying.
I^^l vii:ig--,Til> Jtl£Lllia.i*clH9 manilla, are rove single,
througn a small iron fiddle-block hooked to an eye in the
lower rim of the funnel (on the port side) under the eyes of
the rigging, and connected to tne head-cringle on the sail
by means of sister-hooks. In large ships, however, they
are sometimes rove double, and the standmg part seized to
the splice of the stay on the under side. Tne small iron
fiddle-blocks are for flying-jib halliards, topgallant bunt-
lines, and topgallant bunt-jigger.
All iron hanging blocks, like those above described for
head halliards, as well as those for the topoail-tyes, are
commonly known as " j/m" blocks.
GS-ail-to j;>jsail IJa^llisii^clK are single, and in barks
and ships, are rove through a sheave in the topgallant
mast-head, and attached to the yard with a fisherman's
bend; or if the sail is triangular in shape, to the head-
cringle, with a sheet-bend. On board oi schooners and
hermaphrodite brigs, they are rove through a sheave in
the topmast-head.
LoAvei* Stnclclingr-Sail Ha^llia^i^ds. The
outer halliards reeve through the lower sheave of a fiddle-
block, which is strapped with a long pendant, and hooks to
MAIN BRACE OF A FIRST RATE
SHEBTS. 119
a strap around the topmast-head above the eyes of the
rigging; thence to the halliard-block at the end of the
topmast studding-sail-boom^ and attached to the yard with
a fisherman's bend, or a studding-sail halliard-bend. The
upper sheave of the fiddle-block is for the topmast studding-
sail-boom toppine-lif t, when one is used. Or they are rove
through a span-block on each side, which is secured with
lashing-eyes above* the topmast rigging, and forward of the
shrouds, the hoisting part leading on deck through the
cross-trees and the lubber's-hole. The inner halliards are
usuallv formed out of the fore clew-jigger, hooked to the
inner head-cringle of the sail and to the cap.
Topmast Stn.clcling'-Sail IIctllia.i*d.s are
rove on each side through a single block hooked to the
topmast cap ; thence abaft the topsail-yard, through the
jewel-block, and so to the deck, where they are attached to
the central part of the studding-sail yard with a fisherman's
or studding-sail halliard-bend.
Toi^prallant Stri.d.cling--Sail IIsiUiaKclH
are rove on each side, through a single block (which is
fitted with a rope-strap and tail), hitched above the eves of
the topgallant rigging ; thence abaft, to the jewel-block,
and so to the top, where they are bent to the studding-sail
yard, in the same manner as the halliards previously men-
tioned, the hoisting part being sent down to the deck abaft,
and clear of all.
The halliard-blocks at the mast-head are much neater
when fitted with lashing-eyes.
All the studding-sail nalliards are manila.
SHEETS.
Fore and IVIain Sheets. The standing parts
are connected to eye-bolts on the outside of the bulwarks
with sister-hooks, just forward of the sheaves for the
hauling parts : thence they are rove up through the blocks
at the clews ot the sail, and back, inboard through the bul-
wark sheaves. Hemp, tapered. Fig. 357.
Topsail Slieets. When aouble, as on board of
first-rates, the st£^nding parts are clinched around their own
parts and go around the yard-arms outside of all, and thence
rove from out in, through the sheet blocks to the yard
sheaves, and the quarter-blocks in the slings ; being led,
lastly, to the bitts on deck, forward of the mast. If smgle,
they are simply secured to the clew-cringle with hooks ;
but where chain is used, they are connected by small stout
iron shackles.
Topsail sheets are usually- hemp, Fig. 356:
I*'i0 SHEETS.
Toji^g-allant a^ncl Xloj^al Sheets are always
single. The former hook to the clews of their respective
sails, and the latter have a sennit eye, which fits over a
toggle on the clew of the royal. Topgallant sheets reeve
through the topsail-yards, to the a/Ter-sheaves * of the
quarter-blocks, thence they are led through the lubber's-
hole to the deck. Royal sheets are rove in the same way.
except through the sheaves and quarter-blocks of the top-
gallant yards, and thence through thimbles on the f uttock-
staflfs of the topmast rigging (abreast of the second shrouds),
to the top or deck, as may be preferred.
These sheets are of hemp.
Stc>i*iii-Stit.VKiiil HlieelK are temporarv pur-
chases, and consist usuallv of stout luflfs hookei (and
moused) to the clew-cringles, and brought well aft, in
order to form, as near as possible, a line with the foot of
the sail. The hauling part should then lead from the for-
ward'\Aoc\ij by which a greater purchase is obtained ;
although the reverse of this is advocated by many seamen,
on account of the difficulty sometimes experienced in
getting a turn with the belaynig-end, in consequence of the
apping of the sail ; but this objection will be entirely
overcome, if the sheet be hauled aft, and the foot taut,
before hoisting.
'"l^i'.VKiiil Hlie€^ts<. The best plan for fitting these
is to have a pendant attached to the clew of the sail for the
sheet to hooK into, as it saves the trouble of "lighting uj)"
the blocks to hook and unhook in shifting the sheet, as in
wearing ship, &c. The sheet is an ordinary luflf and hooks
well aft to an eye-bolt in the deck.
•Iil> micl l''oi>iiiiiHt-Wtai.VKnil Hlio^^tK. Both
of these are fitted with a hemp pendant and manilla gun-
tackle purchase, as follows :
The pendant, which is wormed and served, shackles into
the clew-iron, and has a single block spliced into the in-
board end. The other block oi the purchase hooks to an eye-
bolt in the deck. A third single block is often hooked into
the deck abaft the purchase-block, as a leader for the
hauling part, f
The deck blocks for the staysail sheets are forward of
those for the jib.
The standing parts of these head sheets hook into
beckets in the breech of the pendant block.
r<^lyiiig;'-jil> Hlieetss, may be single, but are gen-
* In v<»ssel8 whore the quarter- blocks fixe thrcefoJd, the topgallant sheet i3
rove in tlie iiUddle sheave.
f The ]M)sition of the bolls and bhx-ks (or sheaves) must be such, that the
sheet, when taut shall form a line at ripht anv:1es with the hiff of the sail — for
otherwise, either the foot or the letMJh would become slack, and the jib thus be
deprived of a pfreat portion of its efficacy. Head sheets should have a cuckold's
neck in the end to prevent un reeving, by accident, as in a tHjuall.
10
/
SHEETS. 121
erally fitted with a pendant and whip, hemp and manilla.
The pendant shackles or hooks into the clew-iron, the stand-
ing part of the whip secures to the whisker or to the head-
raol, and the whip reeves through a block on the end of the
pendant, a thimble on the whisker and in on the forecastle,
forward of the stay-sail sheets.
The object of the pendant is to keep the weather whip-
block to windward of the stay, if possible, and it is fitted
accordingly, sometimes reeving, itself, through the thimble
on the wnisker, the whip coming inside of it.
Sp£i,nl£er* Slieetm^ are rove in one with the guy.
The standing parts are hooked to the shoulder-band, and
rove to the (double) block in each quarter ; thence through
the sheet-blocks on the boom from forward afty and back
to the second sheaves of the double olocks.
Booiii-iiia>iiiH£i.il SIieetH. In small craft, as
schooners, &c., a purchase of double-blocks, and working
on a traveller, is used ; but in larger vessels, two (attached
by separate straps, and hooked to eye-bolts in each quarter)
are employed to manage the boom — the hauling parts in
either case leading from the upper block. This latter
method is by far the better, as every one who has had to
"jibe" a boom-mainsail, with a single sheet and crotch-
ropes, in heavy weather, will bear witness to.
Cr£tii-topsa.il Sheets are formed of a single piece
of rope, which is middled, and the bight passed througn the
clew-cringle of the sail ; the ends being thrust also through
the bight, are led down on each side of the gaff to a belaying
cleat on the boom, near the jaws.
Stu.dding'-so.il Sheetfs. Those for the lower
studding-sail consist of a single piece of rope, passed
through the inner clew-cringle like those for the gaff-topsail
(or the two parts may be seized together), ana in setting
the sail, one sheet is rove from forward aft, through a
thimble or block on the goose-neck, in order to bring the
clew close down to the boom, and the other led inboard over
the hammock-rail, on the forecastle, by which to haul on
board the sail, when taking it in.
In fitting a topmast studding-sail, two sheets are also
required, which are attached to the clew in the same man-
ner as those for the lower studding-sail. One (called the
short sheet), being passed forward of the topsail, and aft
through a thimble (seized to the jack-stay or quarter-iron)
on the outer quarter of the lower yard, into the top, where
it is belayed to a cleat ; and the other, or deck-sheet, being
led to the forecastle, forward of the yard. The sheets and
down-haul are always made up with the sail.
The topgallant studding-sail sheet is simply spliced into
the clew of the sail (having parcelling on it tor two or three
feet below, to avoid chafe from the foot-rope of the topsail-
yord), and led mto the top, where it is hitched around the
1*22 TACKS.
forward-swifter, or it may be led on deck, where it may be
made of much service when taking the sail in, in a fresh
breeze. The above sheets are manilla.
TACKS.
F'or-e a,iicl IVIaiii Taclis are hemp, tapered,
rove double, Fig. 357 (except now and then on board of
small vessels, where they are single). The standing part,
which is wormed and served for a fathom or so from the
end (as a protection from wet^, is hooked to the bumpkin*
and rove through the tack-block at the clew of the sail —
then back through a leading-block inside of the standing
part, and a hole in the bulwarks.
Stixdclingr-sail Taclis^ manilla, hook to the
tacks of their respective sails, and are rove from in outy
through the blocks at the boom-ends. That for the topmast
studdmg-sail is led aft, through a tail-block on the for-
ward-swifter of the main-rigging ; and the tack of the top-
gallant studding-sail, through a leader tailed around the
dead-eye of the after topmast shroud.
The top-gallant studding-sail tack is befit, not hooked.
Note. The double blo6k in the main rigging for the tack
and boom-brace should not be tailed to tne snrouds, as it
hauls them out of line and stretches them undulv. It should
rather hook to the eye of a long pendant, which hooks far
enough aft in the main-chains to form a line with the tack,
and passes through a lizard at the proper place in the main
riggmg.
Spanliei" »ncl 13oom.-iiiainsail Tack
(X^aHliiii^»-i)^ are passed through the cringle (into which
they are spliced), and an eye-bolt on the upper side of the
boom.
The spanker-tack lashing is more frequently passed
around the spindle of the spanker-mast step.
Trysail-taeli Lasliing-K are passed around
the foot of the trysail mast, on a line with tne foot of the
sail, or through an eye-bolt in the after part of the fife-rail.
Where the trysail is fitted " railway-fashion," the lower
end of the grooved batten has a chock to keep the sliding
hanks in. This chock has an eye for the tack lashings.
Note. In laying-to, in a small vessel, under a balanced^
reefed (boom) mainsail, the tack of the sail should be lashed
up to tne jaws of the gaff, and the whole hoisted several
feet up the mast by means of the throat-halliards. In this
way the sail is elevated to the wind above the waves, and
* The main tack hooks to a bolt and block in each of the waterways, or deck,
forward of the gangway, being rove like the fore, through the block on the clew
of the sail, standing part forward.
TACKS. 123
in the event of being boarded by a quarter sea, it cannot
lodge in the belly of tne sail, but will pass between it and
thel)oom.
rra,ek» of Hestd Sa.ils. All head sails have a
cringle in the tack with an iron thimble. To secure the
jib tack there is a bail, Fig. 333, or horse-shoe of iron,
spanning the upper part of the jib-boom, inside the stay.
The two ends of the bail have eyes, throuj^h which j^asses
the pin for the sheave of the jib-stay. On this bail are
sister-hooks, which hook into the tack thimble.
The flying-lib tack is fitted in precisely the same way,
the bail being held in its place by the pin of the sheave for
the flying-jib stay. Fig. 332.
Both nails have projecting eyes, well down, for the
down-haul blocks.
For the staysail is fltted a lon^ strap, with sister-hooks
in the upper end. The strap is seized to the topmast-stay,
and has drift enough for the foot of the staysail to clear the
heel of the jib-boom. The hooks in the strap hook into the
staysail tack thimble.
This does away with the necessity of tack lashings.
CLEWLINES.
dew-O-aniets are used only on the courses.
Lead from the deck to the clew-jrarnet block under the
yard from in out, through the clew block in the sail, stand-
ing part taken between the head of the sail and the yard,
and made fast to the arm of the truss.
Topsail Clewlines. For small ships may be
single, or single with a whip. For large vessels rove as
follows ; From the deck through the forward sheave of the
quarter- block on the topsail-yard, thence through the clew-
line block on the sail, the standing part taken up between
the head of the sail and the yard, ana made fast to the neck
of the tye-block.
It would be far better to have a separate block in the
Jiuarter of the yard for the clewline, the same as is fltted
or clew-garnets. This enables the clewline to be unhooked
and shifted to the cap (as is often done) without interfering
with the topgallant sheets. Moreover, such a block has
enough play to give a fairer lead to the clewline when the
sail is bellied out by a strong breeze, and 'the sail is always
hauled up snugger. Fig. 336 shows such a block, fitted.
Tope-allant and :R.oyal Cle^wlines, are
both sin^e, are bent to the clews of the sails, and rove
through the quarter-blocks of their respective yards, and
thence to the deck bv way of the lubber's-hole. Topgallant
clewlines rove double in large ships, standing part secured
to the neck of the quarter-block.
1 24 CX£WI.JNES.
Lo'wef Htiiclclin^r-s-^til Ole^wllnow, are
simply bent to the clews and reeve cibaft the saU. through
small single blocks on the inner end of each lower studding-
sail yard, and thence are led inboard to a tail-block on the
forward swifter in wake of the futtock rigging. This clew-
line becomes the gear tricing-line when the sail is in. The
clewlines are frequently lea through a glut in the beUy of
the sail.
Ii^ore a^nd jMain Cleiv-jiorgrein^. Each con-
sists of a gun-tackle purchase, hooked to the clews of the
courses forward and to eye-bolts underneath the forward
part of the tops. In furling sails, they are found very useful
for rousing the clews and leeches up forward of the yajrd ;
while they also serve the purpose of inner halliards for the
lower studding-sails, and are often employed as yard-arm
jiggers in bending, or as reef -tackles in reefing.
Topwail CJlew-Jig-g-ei^w. Like those for the
courses. They are found very convenient in taking the clews
well up above, and forward of the yard, greatly tecilitating
the operation of furling. Upper block hooks under the top-
mast trestle-trees, or to a strap fitted around the forward
cross-tree, close in.
The lower blocks of clew-jiggers are secret and fitted
with a pendant and sister-hooks. All clew-jiggers should
be long enough to reach to the deck.
t^oi^e nncl Alain UnntlineH. Usually rove
double (i. 6., with two legs on each side), a double block
hooked under the top and a sicivel-hlook. are used in reeving
off each pair of legs. The swivel-block resembles a fiddle-
block in appearance, except that both shells are of equal
size, and their ends connected by a swivel.
Reeve the standing part of the buntline through the
upper sheave of its swivel-block, then take both ends of the
standing parts through the sheaves of the block under the
top, from aft forward, and toggle these ends, which are
fitted with eyes, to toggles on the foot of the sail.
Through the lower slieave of the swivel-block is rove a
whip, standing part made fast on deck, hauling part led
through a sheave in the fife-rail.
Where there is but little drift between the top and the
yard for the buntlines (and leechlines) there are fitted
instead of blocks under the top a pair of double blocks on
each side, hanging by the legs of a short pendant from a
bolt in the forward part of the lower cap ; sister-hooks in
the bight of the pendant hooking to the bolt. The inside*
double block is for the buntlines, the outboard one is for
the leechlines. Fig. 358.
T<>|>Hiiil Uiiiit linen are single, and rove throup^h
the loiver sheaves of fiddle-blocks * under the eyes of tne
* Upper sheaves of fiddle-blocks at the fore for the jib and fore-topmast stay-
CLEWLINES, ETC. 125
topmast ringing, thence forward through the thimbles of
lizards hitched around the neck of the tye-blocks and down
to the foot-rope of the sail, to which they toggle — ^the haul-
ing part leading to the deck through the lubber^s-hole.
They shoidd be cut long enough to land the topsail on deck.
'JTopSSkllELrxt XJuntlineH lead through the blocks
under the eyes of the topgallant rigging and toggle to the
foot of the sail, the hauling parts leading on deck.
They are sometimes fittea with two legs, one toggled to
the foot, the other to the leech of the sail, so that when the
sail is taken in, the leech is brought along the yard ready
for furling.
Topgaflant buntlines have lizards at the slings the same
as topsail buntlines.
In small vessels there is but one buntline. It is spliced
around a span, both ends of which are toggled to the foot
of the sail.
BOWLINES.
Fore BoTV^lineg*. A single rope ; the standing
part made fast to the breech of a single block, hooked to a
span between the fore-stays ; the hauling end rove through
tne bull's-eye hung from the bowline bridle, back through
the block at the stay. In tacking, &c., let go the hauling
end, and re-reeve when on the other tack.
IMiain Bowlinew consist of a whip and runner —
the latter reeving through the thimble in the bridle, and
belayed to the fore fife-rail ; and the former passing through
a block in the end of the runner, led well forward — ^tne
standing part of the whip being secured to an eye-bolt at
the fore fife-rail, and the reeving end over a pin.
In tacking, when it is required to let go the main bow-
line the standing part of the runner is cast off, and the
whole shifted to the opposite side, ready for reeving.
Top-Bo^wlineH. The fore toggle to the bridles,
and lead forward through blocks hooked to the bees and
back, inboard, to the forecastle. The main reeve through
single blocks, connected to bolts in the after rim of tne
fore-top, and thence to the deck ; and the mizzen, through
the outer sheaves of the cross- jack brace-blocks on tne
main-mast.
DOWN-HAULS.
Jib a^nd Flying-Jito I^own-liaixls, are each
Bail halliards. At the main and mizzen for topsail bunt jigger and main and
mizzen topmast staysail halliards, when rove. .
126 DOWN-HAULS, ETC.
bent to the head cringle of their respective sails, and after
being rove through a few of the upper hanks, and a single
block hooked to the bail (see Tacks) are led inboard. Jib
down-haul port side, flying-jib starboard side.
Should the bail carry away, both the tack and down-haul
blocks would be adrift ; it is therefore safer to seize the
blocks to their respective guys.
rropnia^Ht Stavsail I3oMrii-hAii.l. Rove
same as above, comes inboard on the port side, down-haul
block seized to the stay, or an eye-bolt in the bees.
Studdinpr-^^il^ Oo^wn-haixls. That for the
topmast studding-sail is bent to the outer end of the yard-
arm and rove thence through a thimble on the leech, to the
down-haul block at the tack, leading on deck, forward of
the foresail, across the forecastle to tne opposite side. That
for the topgallant studding-sail is merely bent to the inner
yard-arm of the sail, and led abaft all to the top.
GraflP-topsall Oo wn-haul (aiid CleMT'line)
is led from the after clew of the sail (to which it is bent),
through a single block at the head of the sail and thence
through the hanks on the mast down to the deck.
OUT-HAULS.
Spctnkei* Oixi>-lian.l. Hooks to an eye in the
shoulaer-band on the boom, reeves through a block on the
clew of the sail and through the sheave in the boom, belay-
ingto a cleat on the boom.
i^eak Oixt-liaui consists of a whip and pendant.
The latter is bent to the peak of the sail, rove through the
sheave in the gaff, and at a distance equal to the len^h of
the gaff, has a single block turned in, through whicn the
whip is rove. The standing part of the whip is made fast
under the top, the running part leads through a single
block and thence on deck.
Louver Stnddingr-sail Ont-liaixl is con-
nected by sister-hooks to the outer clew of the sail, and
led through a single block (hooked to the boom with clip
hooks) to a sheave above thai for the gujr in the bulwarks.
Graff^topfe^ail Ont-liaixl is hitched to the clew
of the sail, ana rove through a sheave at the ^aff-end, down
to the deck, where it is belayed to a cleat on tne boom.
Ti?j^sail Out-hauls. They are always single,
and attached to the outer head-cringle of the sail, bem^
rove through a sheave in the gaff-end to a leader hooked
under the top, and having a whip, which is led thence to
the deck*
BEEF-TACKLES, ETC. 1^7
REEF TACKLES.
Topsail reef -tackles reeve up through the lubber's-hole,
through the upper sheave of a sister-block in the eyes of the
topmast rigging (or better, through a single block at the
topmast cap), thence through a sheave in tne topsail yard-
arm and a secret block on the leech of the topsail. The end
of the standing part secures around the pacinc-iron.
Sometimes the reef -tackles are fitted thus : The standing I
part is spliced to the strap of a block shackled to the leech
of the sail, below the close-reef band, thence led upward
through the forward sheave of a double block on the yard-
arm outside of all, down through the block on the leecn, up
to the remaining sheave of the double block, and so to the
after sheave of the quarter-block, and lastly, through the
lubber's-hole to the deck. In this case the quarter-block is
three-fold, if there is no special block for the clewline.
Fore a^nd IMsLin K^eet-penclants are hooked
to the cringle and rove through a single block with lashing
eyes, fitted to the yard just outside the lift. There is a
thimble in the other end to which hooks the lower block of
the clew-jigger, upper block being hooked at the cap.
Instead of these pendants regular lower reef -tackles are
being fitted. These consist of a ^un-tackle purchase, the
lower block hooked to the reef-cringle, upper block to an
eye-bolt on the under forward part of the yard-arm. The
hauling end leads to the deck through a block seized to the
arm of the truss. These reef -tackles are cut long enough
for yard-arm jiggers in bending sail.
LEECH-LINES.
These are confined to the courses and are clinched to the
leech — outer one about one-third down from the head-earing
cringle, and the inner one about two-thirds — and thence
rove uj) through leading blocks on the bending jack-stay *
to the inner and outer sheaves (respectively) of a double
block hooked under the top, the hauling part of the leech-
line reeving through fair leaders on the lower rigging to
the side racK, on deck.
See also lead described under Buntlines. Fig. 358.
•
* These blocks should be so placed that the leech of the sails will be taut
along the yard 'when haaled up, and fitted with straps, which permit them to
hang about a foot below the yard— -a plan obviating the necessity of attending
the leech- lines in bracing up. The hauling parts of the leech -lines, after pass-
ing through the double block are often rove through a large thimble or hank
tailed to the lower part of the forward f uttock-shroud. This keeps them from
being jammed between the yard and the rigging when braced up.
128 BBAILS, GUYS, ETC.
Note. In large ships they are sometimes temporarily
rove on the topsail-yards (through tail-blocks on the for-
ward swifters) for furling sails, where the leeches are
heavy.
BRAILS.
SpAnkeT* e^nd Trvsail Brails are middled,
and the bights secured to their respective eyelet holes on
the leech of the sail by cross-seizings, the ends rove through
single blocks seized to the hanks on the trysail-mast.
in addition to the brails there is a down-haul for hauling
the head of the sail down on the gaff, rove through a block
hooked in the jaws of the gaJff. On the opposite side,
through a similar block, is rove a clew rope for taking the
clew up toward the throat. .
A. »la.l3 Z^ine is sometimes used on the foresail. It
is rove through a tail-block secured to the slings of the
yard, abaft, and hanging down clear of the yard. The end
is taken down abaft tne sail and spliced around a span
fitted with eyes, which toggle to the inner buntline toggles.
GUYS.
Lower Boom Grixvs. When double, the stand-
ing part of the forward one nas an eye, seizing to the jib-
guy just forward of the whisker, seizing to cross at every
turn to make the eve lay flat. Rove thence through a
single block on the Tboom, and back to a block with clip
hooks at the bees, the hauling part leading inboard to the
forecastle. When single, they connect to the boom by
sister-hooks, and the block at the boom is omitted. The
after guys are rove in the same manner, except abaft, to a
bolt in the side and a sheave in the chess-tree, just forward
of the gangway.
Spanker-boom Grii^n. Vide Sheets.
BUNT-JIGGERS.
Bixnt^lg-grers are used for the topsails, course^ and
sometimes topgallant-sails. Courses and topgallant sails
have single bunt-jiggers (or bunt-whips), topsails, a whip
and pendant. The topsail bunt-jigger pendant for the fore
leads through a single block lashed to the topmast-stay col-
lar, close in to the trestle-tree. For the main and mizzen
through the starboard and port upper sheaves, respectively,
of the fiddle-blocks at the mast-heads. From the olock the
bunt-jigger leads down forward of the topsail, under the
BUNT- JIGGERS, ETC. 129
focrt, and hooks to the upper glut. The after end of the
pendant has a single block (an iron-bound swivel) spliced
m and a whip rove, abaft all, to the deck.
The bunt-jiffgers of the courses lead in the same way,
through a single block under the top. Rove single.
Topgallant bunt-jiggers lead in a similar way through a
small iron block at the topgallant mast-head, and into the
top.
In manv vessels topsail bunt-jiggers * are led through a
single block hooked to the eye-bolt in the heel of the top-
gallant-mast. This gives a better lead. When sending the
mast up and down, the block is transferred to a small strap
on the collar of the topmast-stay.
CHANGES IN THE LEAD OF RUNNING RIGGING.
The above list comprises the principal running rigging
of men-of-war, together with the leads usually adopted. It
sometimes happens that the lead of the gear on deck is
modified for special reasons. For instance, in vessels with
little quarter-deck space, the hauling part of the fore-brace
is often led aft, and that of the fore-topsail brace, forward.
The object is to have the f oretopmen nearer to tneir own
parts of the ship when bracing in to reef, arid to keep them
out of the way of the men on the main-topsail brace.
X^ea.d of Greai* al>on.t the Smolce-
Sta.ek. In making long passages under steam against a
1)revailing contrary wind, it is not unfrequent to see the
ead of gear in the neighborhood of the smoke-stack, tem-
Eorarily altered for the preservation of the rope. The
auling part of the fore topsail-brace and both parts of the
fore-brace are brought down ; the standing part of the fore-
brace being hooked to a band on the mainmast ten or
twelve feet above the deck, or to a launch's davit, if waist
launches are carried.
Main-topsail-sheets are unrove from the quarter-blocks ;
gear about the mainmast is hauled up ana covered with
tarpaulins. All this takes little time to do, and in the event
of a favoring slant, the gear can be readil^r rove off for
making sail. The head braces have a fair lead when
shifted as above described, and if a favoring breeze
freshens, or seems likely to hold, preventer braces can be
clapped on, and the regular ones shifted to their proper
places aloft without shortening sail.
Temporary changes similar to the above are unobjec-
tionable, in so far as they affect the lead aloft. But care
* The tenn bunt^ger Ss preferred by many officers to the more correct word,
hurU-u^ip, The latter is likely to cause confusion in hailing the men aloft, from
the similarity of its sound to bunt line.
130
CHANGES.
should be taken not to alter leads about the deck except for
good cause. So much of the handling of gear is done in
le dark that the men may be confused, perhaps at a criti-
cal moment, if the position of any running rigRinff is
frequently varied from that sanctioned by weU-establisned
custom.
CHAPTER X.
SAILS.
Canvas is made of hemp, of flax, or of cotton.
All canva43 used in the navy for sails is flaxen, made in '
cloths of eighty yards in lenfftn, and in breadth of twenty
inches. These cloths are rolled up in separate packages,
called bolts. The stoutest canvas is No. 1 ; from this num-
ber it increases in fineness, and diminishes in strength, to
No. 9.
In selecting canvas for sails, considerable practice and
close observation are required. A good test is to bore a fid
through the canvas, when, if bad, the threads are easily
broken.
It is of importance that canvas should have a good and
even selvage, and be free from tightness.
There is a great deal of difference in the stretching of
canvas — ^that which is badly struck stretching most.
The principal sails of a ship are — ^the courses, or sails on
the lower yards ; the topsails, which are next in order
above the courses, and the top-gallant sails, which are
extended above the topsails.
For sails, see Plate 4, and corresponding reference num-
bers.
In all quadrilateral sails, the upper edge is called the
head; the sides are called the leeches ; ana the bottom, or
lower edge, is termed the foot If the head is parallel to
the foot, the lower comers are denominated clews, and the
upper comers head-earina cringles.
in all triangular sails, and in those four-sided sails
wherein the head is not parallel to the foot, the foremost
comer at the foot is called the tack, and the after lower
comer the clew ; the forward comer of the head the nock,
the after comer the peak, or head. The foremost edge {or
side) is called the fore-leech, or luff, and the aftermost edge
the after-leech,
Stav Sa.ils« These are extended upon stays be-
tween tne masts, taking their names from the stay on
which they set. Those used in the navy are the fore-top-
mast staysail, main-topmast and main -topgallant staysail
and mizzen topmast staysail.
Studdlngr SO'IIm are set out beyond the leeches of
131
132 SAILS.
the foresail, topsail and topg:allant sail, also beyond the
main-topsail and topgallant sail, being known as the lower,
topmast and topgallant studding-sails. Their upper edges
are extended by studding-sail yards, the lower edges dv
booms riffged out beyond the extremities of the ship^s
yards. These sails are used only in favorable winds and
moderate weather.
Additional Sailn. Above the royals may be set
sails called moonsails, sky-scrapers, &c. In the navy
nothing is set above royals. In the merchant service
rarely anything above a skysail. The sails usualljr set
forward of the foremast are the fore-topmast staysail, jib
and flying- jib. Some vessels carry outer- jibs, jib-of-jibs, or
jib-topsails.
Stoi'in-SailH are made of the strongest canvas,
and are used, as the name indicates, only in the hieaviest
weather.
These consist of the fore^ main and mizzen storm stay-
sails and the ^^ storm-mizzen.^' The storm-staysails set on
the respective lower-stays, or better, on a temporary storm-
stay, toggled in the collar of the lower stay.
The storm mizzen is a triangular sail set abaft the miz-
zen-mast on a vertical **stay," hooked under the after
trestle-tree, and set up on deck.
The fore and main trysails are also used in bad weather
and frequently take the place of the main and mizzen
storm-staysails.
The term light sails is generally understood in the ser-
vice to apply to the topgallant sails, royals, flying-jib, and
studding-sails.
Jibs are of great command with any side wind, but
especially when the ship is close-hauled, or has the wind
abeam ; and their effect in casting the ship, or turning
her head to leeward, is very powerful, and of great utility.
Although the yards on the foremast are termed head--
yards y yet the fore-topmast-staysail and the jibs alone are
Known as the head-sails.
The after-sails, which are those that belong to the
mainmast and mizzenmast, keep the ship to the wind ; on
which account ships sailing on a wind require a head-sail
and an after-sail — one to counteract the other, so that
the spanker being at one end of the lever, as it were, and
the jibs at the other, they are of great assistance in steering
and working a ship.
When a ship sails with a side wind, the clews of the fore
and main courses are fastened by a tack and sheet, the tack
being to windward and the sheet to leeward. The tack is,
however, not in use with the wind aft, whereas the sail
is never spread without the assistance of one or both of the
sheets.
When on a wind, ships are said to have their starboard
Plate 69
1^12.350
3^i2.360
l-"ia.301
SAILS. . 133
(or port) tacks aboard, according to the side presented to
the wind.
On the other hand, schooners have their port (or star-
board) sheets aft.
Wnen speaKing of topsails, or such sails as are set hy
halliards, the altitude is termed the hoist, thus one topsail is
said to have '^more or less hoist" than another.
When speaking of courses the same idea is conveyed by
the word drop, as one mainsail has ^^ more or less drop " than
another.
It is under the topsails that many important evolutions
are made, and they are justly accounted the principal sails
in a ship.
The draft of the ship and spars, Fig. 284, Plate 46, is of
great service to the sail-maker, as well as to the boatswain,
for by it he can measure for and cut out a suit of sails.
The sailmaker generally makes his own draft to work
by.
Were a sail to be exactly square, there would be little
art in making it. But a ship's sails are, mostly, anything
but square ; there is much skill required in the arrangement
of every cloth. In cutting out and making them up, it is a
primary object to adapt and cut the numerous gores* so
that, when brought together, they will produce the ulti-
mate form required, with the least possible waste of canvas.
This is effected by so casting the number of inches contained
in each gore, that when they are brought together they
shall be equal to the number contained in the after leech-
cloth. This is in reference to fore-and-aft sails, but the
same theory applies in the parts of square sails.
Sails should set as nearly flat as possible.
The American schooner is an illustration, where even
the lib is frequently laced down to a yard or boom, fitted
for tne purpose, in the desire to have everything set flat.
In pilot Doats and yachts the sails are set as taut and as
flat as the sacking-bottom of a bed. The utility of this plan
was exemplified in the race between the yacht " America"
and the English yacht squadron. Going free, there was
not much difference ; but on hauling up to make a stretch
to windward the flat canvas of the ** America" enabled her
to distance her competitors.
The efficiency of the '* America's" sails, as well as those
of all of our small craft, is due to their goreless shape, the
canvas being cut as much as possible on the thread or woof,
and also to tne practice of lacing sails down taut to spars or
booms. In Fig. 359. Plate 01), the foot of the sail is gored,
and as it cannot be laced down, it bellies out to leeward, on
a wind, and consequently much of the effect of the wind is
lost.
* In all sails those cloths which are cut in any direction except straight
with the thread or woof are said to be gored.
134 . SAILS.
In Fig. 360, Plate 69, on the contrary, the only gore is at
the mast to which the sail is attached ; each cloth is pulled
downwards bodily, and every single thread is stretched.
There is, with this sail, but little concave surface, and
therefore but little of the effective pressure of the wind is
lost. The same principle applies to all sails.
Cutting- oiit ^a^ilts. Sails are cut out cloth by
cloth, the width being governed by the length of the yard,
faflf, boom, or stay ; the depth by the height of the mast,
he width and depth being given, find the number of cloths
the width requires, allowing for seams, tabling on leeches,
and slack cloth ; and in depth, allow for tabling on the head
and foot. Sails cut square on the head and foot, with gores
only on the leeches, as some topsails are, the cloths on the
head between the leeches are cut square to the depth ; and
the gores on the leeches are found by dividing the depth of
the sail by the number of cloths gored, which gives the
length of each gore. The gore is set down from a square
with the opposite selvage, and the canvas, being cut diago-
nally, the longest-goreoL side of one cloth makes the shortest
side of the next : consequently, the first gore being known,
the rest are cut oy it.
In the leeches of topsails cut hollow^ the upper gores are
longer than the lower ones. By drawing on paper the
gored side of the sail, and delineating the breadth of every
cloth by a convenient scale of equal parts of an inch to a
foot, the length of every gore may be found with precision.
The foot of square sails is roached so as not to Tbe chafed
by any boat, netting, or stay, that may stand in the line of
tneir middle parts. Topsails are hollowed on their leeches,
to avoid long yard-arms for the lower reef earings.
Sails are supplied to vessels complete, with points, ear-
ings, bowline-bridles, beckets, and robands. Their edges
are tabled and stitched to the bolt-rope. The tabling of
large sails is strengthened at the clews and foot by a third
fold of canvas sewn in it. The tabling and clew-pieces are
sewn on the after side of square, and on the port side of
fore-and-aft sails.
Sea^mss. Sails have a double flat seam, and should be
sewed with the best American-made cotton twine of three
to eight threads, and have from one hundred and eight
to one hundred and sixteen stitches in every yard in
length. It is the erroneous practice of some sailmaters not
to sew the seams any farther than where the edge is creased
down for the tabling ; but all sails should be sewed quite
home to the end, and, when finished, should be well rubbed
down with a rubber. The twine for large sails used in the
navy is waxed bv hand, with genuine beeswax.
The seams of courses, topsails, lower staysails, trysails,
and spanker, are 1^ inches wide. After the larger sails have
become somewhat worn, they are sometimes treble-seamed
iliiJllijili;^
lilillilgssij^
— — *■ — ' — n * — — iiiii-LUJJ [\
i"
!i»
/ijjfliji
Muji "
'Jimiiiit
I'HilJliJll
fi!fi[IM'li '"
SAILS. 135
down the middle of the seam^ to strengthen them. Seams
of other sails are 1 inch wide. One man can sew 100 yards
in 91 hours, single seam.
Tabling-s. The tablings of sails are of a propor-
tionate breadth to the size oi the sail, and sewed at the
edge with sixty-eight to seventy -two stitches in a yard.
Holes. Holes are made by an instrument called a
stabber, and are fenced round by stitching the edge to a
small ffrommet, made with a log or other line. When
finished, they should be well stretcned or rounded-up by a
pricker or a marling-spike.
Sails have two holes in each cloth at the heads and reefs
of courses, top-sails, and other square sails ; one hole in
every yard in the luff of flying-jibs ; and one in every
three-quarters of a yard in the luffs of other staysails.
Reef and head holes of sails have grommets of small line,
worked round with stitches.
In order to strengthen sails, the holes in the heads and
reefs should be placed thus : One hole to be made in the
seam, another in the middle of the canvas, and so alter-
nately ; the holes in the seam to be half an inch lower than
the hole in the middle of the canvas. By this, the strain
would lie upon the holes in the seam, which are more capable
of bearing it than the holes in the middle of the single can-
vas. It is likewise recommended to cut these holes witn a hol-
lowpunch, instead of making them with a stabber or pricker.
ILiining's. Sails are strengthened with additional
canvas at those places most exposed to strain and wear ; in
square sails, in the wake of cringles along the leeches on
the foreside, called leech-lining, c. Figs. 363 and 364, in the
wake of buntlines on the foreside, called buntline cloths,
g ; across the foreside, called reef and belly-bands, a and 6 ;
and in the case of topsails on the afterside, called the top-
linings and mast-linings, e and /. Fore-and-aft sails are
strengthened at the clews by pieces ; and jibs sometimes
with a strain-band. There is also the foot-lining d, reef-
tackle-pieces A, and clew-pieces i.
The clews of courses and topsails are formed of iron.
The cringles for earings, reef -tackles, bowlines, &c., are
formed of bolt-rope strands, worked round the leech-rope,
through eyelet-holes in the tabling. The rope should be
new, and half-an-inch smaller than the rope of the sail.
The reef -earing and reef-tackle cringles have galvanized
thimbles.
Topsails have two bowline-cringles and one bridle on
each leech. Bowline-cringles have no thimbles.
Plate 70, Fig. 363, represents a topsail bent to the iron
jackstay of a topsail yard ; a' a" are the first and second
reef -bands, fitted to reef with beckets and toggles on the
yard : a a the third and fourth reef -bands with reef-points ;
o by belly-bands— frequently there is but one; c c, leech
136 SAILS.
linings ; rf, r/, foot lining or band ; e, top lining; /, mast
lining ; a, buntline cloths ; h, reef -tackle pieces or bands ;
t ty head tabling and head holes through wnich the robands
are passed ; all these, with the exception of the top, foot,
and mast lining, are on the forward side of the sail.
The Greai*. 1, the lift; 2, 3, reef -tackle: 4, head-
earing ; 5, 6, 7, 8, the first, second, third and fourth, or
close-reef cringle — the earing is spliced into the eyelet-hole
below the cringle, seized to it and bent to the cringle above ;
9, reef -tackle cringle ; 10, bowline cringles, bowfine bridle
and toggle for bowline ; 11, iron clew or spectacle — to two
of its eyes splice the leech and foot-rope, the eye and splice
being leathered — to the third eye shackles the topsail sheet-
block ; 12, 12, buntline toggles, between which the foot-rope
is usually leathered ; 13, 14, 15, gluts, the upper two abaft
the sail and the lower one forward of the sail as shown in
the figure.
Fig. 364 represents a course, also viewed from forward.
The lettering and numbers of the details are the same as
those for the topsail.
The clew of the course (11), viewed from forward, is
shown in an enlarged form, leathered on flap forward be-
tween eyes of spectacle.
Generally speaking, topsails have three gluts, two abaft
and one forward of the sail ; the upper one is for the bunt-
jigger to be used when furling sails. The second is for the
same purpose when furling with a single reef, and the
third, forward of the sail, is for a midship buntline^ used
for hauling up the slack of the sail in taking in the close
reef.
Courses, Fig. 364, have two reef bands on the foreside,
each being one-sixth the depth of the sail in the middle
from the head ; with a belly-band half way between the
lower reef and the foot.
Topsails have three or four reef -bands, on the foreside,
the lower of which is at half the depth of the sail, nearly ;
the belly-band, also on the foreside, is halfway between tne
lower reef and the foot.
Top-gallant sails may have one reef -band, though not
Eointed, as it is rarely ever used. A topmast studding-sail
as one reef -band for setting with single reefed topsails. A
lower studding-sail has a rolling-reef. None but the last
are likely to be of much use.
Spankers have generally two reef -bands, one band run-
ning diagonally — termed a balance-reef.
Frequently the term balance-reef is applied to the close-
reef in fore and aft sails, particularly on board of " fore-and-
afters."
The jib has a reef -band, and on fore-and-aft coasters a
bonnet which is attached to the foot of the sail by means
of a lacing. The lug-foresail of a schooner has a bonnet
also.
Plate 71
PLAN
iri|t.365
i'iC.30tJ
Fia:.367
C^SSSSSS^Ni;^
Fi«.368
Fi«.369
Fi«.370
FiE^ri
SAILS. 1:37
The term lug-foresail is applied to that of the schooner,
when the foresail hauls aft by a sheet, to distinguish it
troia aboomrforesail where the toot is laced down to a boom.
Hoping". The bolt-rone sewed on the hollow or
straight leeches of square sails, is put on with suflBciency
of slack canvas to admit of that stretch of rope which arises
from the constant strain upon the margin of such sails ;
and the necessary allowance for the stretch of the whole is
made in the calculation of dimensions of such sails. But in
the leeches of fore-and-aft-sails, as also in the round foot of
spankers, jibs, &;c., &c., a suflBcient quantity of slack rope
is introduced to keep the foot from curling up, to leave tne
after-leech of these sails free, and also to compensate for the
amount of stretch which those parts of the sails above-
named are constantly liable to.
Spankers are made with an allowance of stretch of
3^ inches in each 3 feet of the foot, H in each 3 feet of the
head, and 2^ in each 3 feet of the length of the leech.
Sails are always bent to their yard or gaff with the
roping next the spar, otherwise the stitches would be cut
through by friction.
In square sails the rope is always sewn on the af terside ;
in fore-and-aft sails, generally on the port side. The roping
of the foot is stoutest, tapering off to tne leech-rope.
Courses are usually fitted with a double reef point
forward of the sail, kept in place by a rope jackstay aoaf t,
which is rove through the bights 01 the reef points, thrust
through the eyelet-holes from forward aft.
Topsails are pointed by reeving one long point
through the eyelet-hole, and stitching it in so that two-tnirds
will be abaft and one-third forward of the sail.
Topmast SLTiA Lo^^^ei* Stxxclcling— ^ail'*'
are reefed by passing temporary stops of spun-yarn through
eyelet-holes.
JKooTn-maiiisails and spanker are pointed by
stitching the middle part of the points in holes ** stabbed"
in the seams of the sails. As in reefing, there is only slack
sail to be tied up, heavy pointing is unnecessary.
Ffench JK.ee fs« The first and second reef bands
of topsails in our service, and all reefs of square sails in the
British and French navies, are now fitted with rope jack-
stays instead of points, with reefing beckets, Fig. 367, se-
cured on the yard.
The jackstays on the sails are differently fitted. Our
practice is to use two lines, weaving them in opposite
directions right across, in and out of the holes in the sail,
stitching or seizing the crossings together, Fig. 365. The
ends of the lines go through the reef-cringle holes and
around the leech-rope with an eye-splice.
Sometimes the bights of the foremost line are shoved
through the holes with a hard kink, the after line being
138 SAILS.
rove through tlie kink, Fig. IMU), Both plans are poor, and
the same may be said of any arrangement involving an
after jackstay for a topsail, as it is constantly liable to foul
in hoisting.
The French plan dispenses with the rope jackstay abaft
the sail. The eyelet-holes are placed in pairs, each eyelet
of a pair being about two inches from the edge of a seam.
The reef -line is secured by splice to the leech of the sail,
passes forward of the sail to the first hole, reeves through
that hole from forward aft, out through the second hole
from aft forward, then in and out again as before, the two
turns of the line being seized together abaft the sail with
a flat seizing. The line then passes twice through the next
pair of eyelet-holes in the same way, Fig. 368. Another
similar plan of fitting the reef -line, also French, is shown
in Fig. 369. In this case the use of seizings is avoided, the
bight of the reefing-line being shoved through the first hole,
the end taken in the second hole through a kink in the
bight and out again, and so on to the next pair of holes.
I>oiil>le TopnailH. The lower one is bent to the
lower topsail yard and its clews are hauled out by sheets
rove in trie usual way. It has no reef band.
The upper topsail is bent to the upper topsail yard, its
clews being shackled to jackstays fitted on the lower topsail
yard arms. This topsail has one or two reefs according to
its size. It has buntlines but no clewlines.
FITTING SAILS.
Prior to bending, the sails should be carefully examined,
in order to supply any omissions, such as* the points,
bridles, thimbles, eyelets, and gluts. In addition to which,
the fore and aft sails must be prepared with hanks, brail-
blocks, lacings and lashings, and the square sails with
earings and ** rope-bands," or robands.
IXeacl-Eai'iiiqrs. Small manilla rope, one end
spliced into the head-earing cringle, the other end whipped.
It is cut long enough for two turns from the staple to the
head-earing cringle, with end enough for several .turns
through the backer.
Il.eel-Eai*iiig-K. Similar to the above, but of
heavier stuff ; one end spliced into the reef-cringle eyelet^
just below their respective thimbles ; the other end
whipped. Length sufficient te haul out to and around
the proper cleat on the yard, with end enough to expend
around the yard and through the reef -cringle for three or
more turns.
Btxll-Eainng-K. The simplest and best are of well-
worn manilla, with one end spliced into the standing part.
Fig. 370, forming a bight long enough to hitch arouna the
■ V
SAILS. 131)
yard outside the proper cleat, and reeve through the reef-
cringle and back to the yard.
Tnese are called hull-earing s, and remain on the yard
instead of in their cringles, that for the first reef being rov^
through its cringle and brought back to the yard ready for
use.
BuU-earings have been made (of smaller stuff) to give
more parts in the first turn by splicing on an additional
length in the first bight, as in Fig. 371, but they twist up in
wet weather, and are otherwise objectionable as compared
to the simple form.
It.ol>a.TiclK9 consisting of two-yarn foxes, are middled,
and secured to the head rope, by thrusting one end through
the bight, which is first passed through the eyelet from tne
fore side of the sail, and hauled taut.
Gra^Hkets. These are classed as bunt, yard-arm, and
sea-gaskets ; the first two made of plaited yarns. Those
for tne hunt consist of two single legs — one on each side of
the slin^, varying from two to three inches in width, and
fitted with a thimble in one end, by which it is secured to
the hendina jack-stay with a permanent seizing — the other
extremity having a laniard, which is hitched to the oppo-
site quarter of the yard on top ; the gaskets crossing each
other on the bunt when the sail is furled. The yard-arm
gaskets are made of sennit also, and fitted with a thimble,
or eye, in one end, and the other tapering, and secured at
equal distances (generally about every third seam) along
the yard, underneath the jack-stay, by a cross-seizing just
below the thimble. The gasket lies under the head of the
sail. When furling it is taken up forward and over, and
the end rove through the thimble, the sail tossed well up
and the end expended around its own part.
In making harbor gaskets, the broad part should be long
enough to take the saU in when furled with two reefs ; thev
should be carefully blacked, and to avoid staining the sail,
should be lined.
The sea-gaskets, or more properly furling lines (of which
there are two on each of the lower and topsail yardarms),
may be either of sennit or small-sized rope, and of sufficient
length to go around booms and all, when furling in heavy
weather. These, however, are not necessarily permanent
fixtures to the yard, although usually put round it at the
outer and inner quarters with a running eye, and the sur-
plus end bightea up with frapping turns, and thrown for-
ward of the sail, at sea. They are removed in port.
A description of bending sail will be found under the
head of Port Drills.
Fixi'ling" CoixrHes, The leeches are handed in
along the yard, then the sail rolled up snug, with the ends
of the points passed in towards the bunt, to give the sail a
gradual increase in that direction. Pass the gaskets square,
140 SAILS.
lower the booms, and if required stop up the gear. The
buntlines and leechlines are stopped to the slings close down,
and hauled taut on deck. The bowline-bridles of all sails in
furling are laid with the toggle towards the bunt, and bri-
dles taut along the yard.
When a sail is neatly furled, it appears neither above nor
below the yard — earrings well slewed up — sail smooth under
the gaskets, bunt square, and a tant skin. The heels of the
booms should be square, and everything necessary com-
pleted, previous to squaring the yards.
f ixi'ling- Topf^ailH. When the sail is nearly
rolled up, hook the ount- jigger, bouse it well up, lower
away roundly the buntlines, and shove the sail well into the
skin, taking pains to keep the bunt square ; pass and secure
the gaskets, lower and square the studding-sail booms,
clews singled and hauled well up, buntlines stopped down.
HEAD SAILS.
These sails require some fittings not strictly within the
sailmaker's department, such as the bails for tack-lashings,
the hanks, &c.
lla^nkK are stout thimbles, of the shape shown in
Figs. 361 and 362, which traverse up and down the stay.
The common plan is to attach them to the luff by foxes of
spun-yarn rove through the eyes of the hank and the eyelet
on the sail. A neater plan is suggested by Fig. 302, where
a toggle is strapped into one eye of the hank, with a double
strap of 6-threaa stuff, and hooks into a single strap worked
on the opposite eye, of 9-thread.
Fore-and-aft sails running upon hemp stays are bent with
manilla bridles, the bridles being toggled to the sails.
Those running on iron stays are fitted with hanks. Figs. 376
and 377. Bridles must be passed against the lay of the stay.
To Htow n, I lend Hsiil. Haul it close down
and pass the gaskets, have a clew-stop on the clew of the
jib to hold the clew forward of the cap, and a similar one
from the flying-jib clew to the wythe. The cover is then
placed over and the stops tied. Jib-sheets stopped down
and the sheets and halliards hauled taut. The fore-topmast
stay -sail stows in a netting or canvas bottom made for the
puroose and placed on the oowsprit between the stays.
Furling lines or sea gaskets are used in stowing the jibs
at sea ; for port there is fitted on the boom a centipede, a
piece of sennit running the length of the boom, with short
pieces of the same material running athwartship at certain
intervals. The sail stows on the centipede, and the short
ends are brought over and tied on top, as gaskets. Jibs
carefully stowed in their own cloths may be made to look as
neat as with a regular cover on, but require more care in
stowing than any other fore-and-aft sail.
SAILS. 141
The flying- jib should be sent out for bending on the star-
board side, on account of the boom being on that side of the
bowsprit.
Make up a head sail, for stowing away, on the after
leech, doubling the tack and head clew in toward the sheet
before commencing to roll up.
R^oyals and Top-grallant SailH. They
should be always bent on deck, on account of the diflSculty
of hauling out bv hand ; the earings and rope-bands are
passed like those for the courses and topsails ; tne buntlines,
clewlines, and sheets, being bent after the yard is crossed.
If, however, it should be necessary to bend the top-gallant
sail aloft, it may be sent up by the royal yard-rope, and the
head-cringles hauled out by means of the top-gallant stud-
ding-sail halliards.
Note. In furling either a royal or top-gallant sail, it
should be rolled up with a long, taut hunt, and the clews
** tucked in," to avoid tearing the sail in its upward or
downward passage.
Jb^u-i'linpr l^^or*e and Aft Sailw. They are
furled best with a cover, but can be furled in the two after-
cloths, though not usually looking so well. In furling with
a cover, bran the sail close up and stop the cover around,
commencing at the jaws and working down.
STUDDING-SAILS.
In bending these sails, place the roping of the sail on the
after and under side of the yard, secured in such manner
as to preclude the possibility of its ba^gin^ down.
The outer earings, which are spliced into the cringles
-with a short eye, are passed througn holes bored in the ex-
tremities of the yard, from the after side — thence back
through the cringle and over the yard, inside of the hole,
until three or four turns are taken, when the end is hitched
through the cringle and around the single part. The sail
is then brought taut along the yard, the inner earing passed
in the same manner, and the head-rope secured to tne yard
by neat sennit stops, which are fixtures in the evelets.
liastly, the sheets and down-haul are bent as described in
HuNNiNG Rigging.
To IVIaJie ixp Toi>nTaHt Stixddinor-Sail«
virlien not Bent. Stretch the sail taut along, and
overhaul the down-haul through the thimble and block,
and bight it along the whole length of the leech. Then roll
up toward the inner leech, lay the sheets along the whole
length of the sail, roll up over all, and stop tha sail well up
with rope-yarn. The earings are expended round the
head of the sail. The topgallant studding-sail is made up in
the same manner.
142 SAILS.
"W^hen Hent. In making up a topmast studdin
sail, when bent, overhaul the down-haul the length of the hiff
or outer leech ; then take the foot up to the yard, and place
the tack-cringle out. Bight the down-haul along the yard,
also the sheets ; roll the sail snugly up and^ stop it with
sennit-tails. These are clove-hitched around the studding-
sail-yard, and remain there. When the sail is being pre-
pared for going aloft the sennit stops are cast adrift from
around the sail, and the latter held together by a rope strap
and toggle, as will be described hereafter under Making
Sail.
Lo^^ver Stnclcliiig-So^il^ 8,re bent and made up
in the same manner as topmast studding-sails, with the
sheet in.
When readv for sea, topgallant studding-sails are kept
in the tops witn covers on.
The other studding sails are rolled up in their covers and
stowed on the booms.
It is the practice to keep, while at sea, the top-
mast studding-sail up and down the fore rigging, the top-
gallant studdmg^-sail in the topmast rigging, and the lower
studding-sails triced up and down the tore-mast. This is a
very good plan when circumstances render a frequent use
of these sails liable.
All spare sails should be tallied before being stowed in
the sail-room, as it will prevent mistakes ; and if a sail is
properly stowed, and the sail-maker takes a list when they
are stowing, there can never be any difficulty in finding
what may be wanted.
Sail-Co vei*ss. for fore-and-aft sails, and for square-
sails of steamers, very frequently have imitation gaskets,
stitched or painted on the outside, which adds much to
their appearance.
In addition to the cover for the main-sail and main-
topsail, steamers have a *' jacket" which laces around the
main-mast toprotect it from the smoke of the funnel.
liaclt-ClotliH. These are for stowing the bunt of
the topsails in. They are made of stout canvas, roped
arouno, and are attached to the after part of the yard close
up to the topmast. When arranged for furling, one cor-
ner is stopped out to the forwai'd swifter of the topmast
rigging, to the topsail lift, or wlu^rever convenient. They
add very much to the neat appearance of the sail when
furled.
They should be sent down when the sails are unbent.
The general rule for making up sails for storing away is
to make them up in the longest sid(\
All sails for the Navy are made of flax canvas; cotton
canvas is used for the following purposes:
No. 1 is principally for the construction of water-tanks
for boats.
SAILS. 143:
No. 2 for mess-cloths.
No. 3 for making taxpaulins and head-cloths.
No. 4 for deck awnings, boom-covers, hammock-cloths,
&c.
Nos. 5 and 6 for wind-sails, sail-covers and boat-covers.
Nos. 7 and 8 for boat awnings, awning curtains, wheel-
covers, &c.
Nos. 9 and 10 for binnacle-covers, side-screens, &c.
Hammock stuff for making hammocks.
Bag-stuff for clothes-bags, hatch-hoods, &c.
Cot stuff for cots.
Note. All fore and aft sails^ as well as courses, topsails
and topgallant sails, are finished with iron clews.
CHAPTER XI.
PURCHASING WEIGHTS.
In addition to the gear described in previous chapters
for handling sails and spars, there are certain purchases
specially rigged on ship-board, when required, to hoist
weights in or out of the vessel, or to transport such weights
from one part of the ship to another.
The support for these purchases may be —
First The lower yard alone, supported by its lift.
Second. The lower yards, supported themselves by pur-
chases from the mast-heads.
Third, The mast alone, as in the case of mast-head
pendant tackles.
Fourth. The lower yard supported from the mast-head
and by a derrick.
Fifth. The derrick alone.
Sixth. The sheers, already described under Masting.
IIoiJstiiipT in Lig-lit .^Li-ticleK. To hoist in an
object of no great weight, such as a barrel of flour, use two
single whips, one from the yard-arm, the other from the
collar of the lower stay. The ends of the whips secure to a
strap around the barrel, and by walking away with the
yard-whip, the barrel is raised from the lighter alongside
above the level of the rail ; clap on to the stay whip, easing
away the yard until the barrel is in line with the hatch, and
strike it below by the stay -whip.
For a heavier weight use, mstead of the single whips,
the yard and stay water-tvhips, Fig. 267, Plate 38, described
under Tackles. See that the lower lift is taut, and hook
the upper block of the yard so as to plumb the lighter.
It is desirable in port to keep the quarter-deck clear,
therefore lead the yard-tackle forward on the same side as
the weight is being raised, and the stay forward on the
opposite side.
When using the *'yard and stay," to provision or water
ship, it will be found very advantageous to use a small
single whip, or tricing-line, to light over the lower block of
the tackle, to the great saving of paint work ; the coam-
ings of hatches should be carefully protected from injury
by mats or boards.
In provisioning ship with the main **yard and stay'
(water- whips) the fore-topmen break out, make up and stow
the stay-tackle, and the main-topmen the yard tackle.
144
PURCHASING WEIGHTS. 145
_ Ueav;^' AVeig-htsi. In hoisting a
heavy object, with purchases from the yards, it is important
that the lattor should be well secured, so that the yard may
not be sprung or rigging endangered.
To Sviipport the I^owei* ATards. Use in
addition to the lift one or both top burtons, whose upper
blocks are hooked into the top-pendants. It is the common
Eractice to hook the burton of the side to the eyebolt in the
urton strap on the yard, and the burton from the opposite
side to a temporary strap around the yard. It would be
safer when the weight is so great as to '•equire the use of
both burtons to have temporary straps for each of them
near the point from which the weight is suspended, unless
the regular burton strap happens to be close to that point,
in which case it is of course used. Our general rule should
be in supporting a lower yard or derrick, to attach the sup-
porting tackles and guys to the yard or spar at the point
from which the weight is to hang.
If both yards are to be used together, as in hoisting out
boats, the main-yard will probably require bracing ttp, and
the fore-yard bracing in. Any bracing required should be
done first and then tne yard topped up on the side used, if
necessary, slacking the opposite lift.
After these preparations, haul taut the opposite lift first,
then see that the weather lift and burtons hear an equal
strain.
When the yard has been left square, or been braced /or-
ward, the burton from the opposite side is taken across for-
ward of the mast. When a yard has been braced m, the
supporting burton from the opposite side leads best abaft the
topmast and between the topmast rigging and back-stays.
H[oig;tiiig- in Spai^e Spai*js. Very heavy top-
masts may require the use of both fore and main yard and
stay tackles, but usually the main yard tackle alone will be
sufficient. Fig. 377, Plate 73.
Support the main yard by both top-burtons, get an
equal strain on lifts and burtons. Send down a clew
jigger hooked to the main lift, and sway up and hook the
upper block of the yard tackle. This block has fitted to
it a strap which is rove through the thimble of the block
and stopped to the back of the hook as in Fig. 267. The
strap goes around the yard, and the hook of the olock hooks
into its bight.
The lower block of the yard tackle is hooked to a lashing
on the balancing point of the topmast, the lashing steadied
by backlashings from head and neel of the topmast. Hook
the fore top-burton to a strap around the head of the top-
mast, and a spare burton from the main topmast head to a
strap through the fid-hole, hoist the spar on board by the
yard, ^ying it forward or aft by the top-burtons.
Hoist in other heavy spars in the same way, hoisting in
14G PURCHASING WEIGHTS.
first such as are stowed underneath. See, when hooking
on, that the spar has the same fore-and-aft direction as it is
to take when stowed, for it would be difficult to slue it end
for end when landed inboard.
Hoisting' in And out Hoa.tH« One of the
most frequent operations in hoisting heaver weights with the
assistance of the lower yards, is getting in and out boom-
boats with the yard-tackles, triatic-stay and stay-tackles.
Fig. 379.
The Tx*iatic-Hta;^ consists of three parts — two
pendants, and span. The pendants have hooks in their
upper ends, which hook to bolts in the lower caps (fore and
main), or are secured around the mast-head. In the lower
ends of these pendants are spliced thimbles, into which the
stay-tackles hook. These pendants are spanned together
by another rope, the ends oi which span are spliced around
thimbles which traverse on the pendants. The length of
the span will be the distance you wish to have your pen-
dants apart, viz. , the length of the launch.
On long vessels, where the boats stow abaft the smoke-
stack, the forward stay goes to the fore-topmast head, and
the span from the lower end of the stav to the main cap.
The main-stay hangs, as before, from tne main cap. Fig.
380.
Hoifciting- in I3ooni-t>onts8. The order will be
given : In Boats ! the crew prepare for their duties as fol-
lows :
In the launch — coxswain, assisted by some of the boat's
crew to pass out oars and sails, hook purchases, &c. ; or, if
a steam launch, to hook on the main-yard and stav to the
boiler, which is often hoisted on board first and placed in
the gangway, to be afterwards hoisted in the boat when in-
board.
On deck — fore and main-topmen clear away the booms
for the reception of the boats.
Aloft — Forecastle-men take out their clew- jigger on f ore-
vard, are responsible for the fore-yard tackle, and hook the
burton or burtons on the fore-yara.
Fore-topmen overhaul down their burtons, sending the
falls on deck ; send down fore-topsail clew-jigger for fore-
triatic, and look out for fore-stay tackle.
Gunner's-mates look out for main-yard tackle, getting
main clew-jigger on main-lift.
Main-topmen send down main-topsail clew-jigger for
triatic-stay, overhaul down burton, and look out for main-
stay tackle.
Mast-men are responsible for leading-blocks.
Note. A small strap is seized on each triatic-stay pen-
dant well below the hook. Into this becket hook the clew-
iigger, and have a single hauling-line from the top to the
hook of the stay pendant. The clew-jigger takes the weight
PURCHASING WEIGHTS. 14?
of the triatic-stay and leaves enough slack to enable the
pendant to be hooked readily.
The men being reported up, the oflBcer of the deck gives
the order, Lay aloft! when the men detailed will proceed
to their stations. The men on the yard will receive the
burtons* and clew-jiggers from the tops ; when ready, rive
the order, Lay out! The yard-men will lay out together •
secure the clew- jiggers to the lift above the burton-strap ;
hook the burtons ; and be in readiness to secure the pur-
chase, when swayed up to them. The men in the tops send
the falls of the burtons down on deck; send down from ;he
forward part of the main and after part of the fore-top, vhe
topsail clew-jiggers for the triatic-stay pendants, which are
bent on deck to their respective tackles and pendants ; and
the double blocks of the stay-tackles hooked to the thimbles
in the pendants and the hooks moused. The fore and main
braces, and the clew- jiggers, being manned, give the order,
THce up, brace in ! At which the main-yard is braced up,
the fore-yard in, the purchases are whipped up to the yards,
and the ends of the triatic pendants to tne tops. The yards
are then secured,! and the purchases hooked and moused,
as directed in the foregoing paragpraphs. While this is
going on, the launch is hauled up alongside, oars, masts,
thwarts, sails, &c., are passed out of her, and the booms
prepared for her reception. The lower blocks of the yard
ana stay-tackles are hooked to the rings in her stem and
stem posts, and the hooks moused.
Instead of trusting to stem and stern post rings, it is
advisable to fit heavy ooats with two chain spans ; the after
one hooked to an eye-bolt that is riveted through the keel
nearly under the after thwart, and to the ring-bolt through
the stern-post. The forward span hooks to an eye-bolt
riveted through the keel forward, and to the ring-bolt
through the stem. The purchases are hooked to liuKs in
the bight of each span. (See Boats.)
The falls of the purchases lead thus : That of the main-
yard purchase, through a snatch-block hooked in an eye-bolt
m the deck by the main-fiferail, and then aft. The fore
leads through one hooked by the fore-fiferail, leading aft.
The fore-stay through one hooked by the fore-fiferail, and
the main through one by the main : both the latter on the
opposite side of the deck, leading ait.
Everything being in readiness, give the order, Man the
yards /J At which tne men lay in from the yards to the top.
The yard purchases are manned, with a sufficient number of
men at the stay purchast*s, to take in ilie slack as the boat
* Top-bartons are always kept hooked to their pendants, ready for use.
f The men on the yards look out for and report when the lift and burton
•re taut alike.
t i. e., Man the faUs of the yardtaekles.
148 PURCHASING WEIGHTS.
is purchased; one man in the bows and another in the stern
of the boat. Now give the order. Walk away tcith the
yards! When the boat is sufficiently high, order, Turn
with the yards! Man the stays! At this, a turn is taken,
with the falls of the yard-tackles, two men remaining by
each to ease away as the boat comes in, while the re-
mainder of the men man the stay -tackles. Walk away ivith
the stays! As the boat comes in, the yard -tackles are eased
off, until she is over the boat-chocks; then. Well the stays!
Lower away of all! Both the yard and stay -tackles are
lowered, and she is landed on the chocks, the men in the
boats overhauling the purchases; the carpenter and his
mates being ready, as she is lowered, to place her properly.
It may be necessary to use the ordinary main-stay tackle,
or mast-nead pendant tackle, as a fore and aft purchase, to
guy the boat clear of the fore-rigging and back-stays of a
sailing vessel, or the smoke-stack of a steam frigate.
Hoist in the smaller boats in the same manner, using the
yard and stay-tackles.
If the boats have any water in them, it is well, when a
little way up, to '^ avast hoisting,'' and let it runout, or
wash out any sand or dirt that may be in them, though a
heavy boat should not remain long on the purchases.
After the boats are in (or out) give the order. Lay out !
The men lay out on the lower yards, cast off the lizards,
unhook the burtons, &c. ; the topmen cast off the end of
the stay-pendant— hands being stationed by the whips and
the braces manned ; give the cautionary order. Stand by to
lower away together! then order. Haul taut, Square away!
At this, the purchases are lowered on deck, the yards
squared, the clew-jiggers taken off the lifts; the men on
deck make up the purchases to be stowed away, and having
given the topmen sufficient time to stow their gear, give the
order, Lay down from aloft ! when all the men are to leave
the tops.
>Viiicliiio- PenclantK, Fie. 381, Plate 75. In lift-
ing the heaviest boats the upper block of the yard tackle
hooks into a winding pendant. This pendant is fitted wth a
hook in the upper end which hooks to a bolt in the lower
cap, or the pendant goes around the topmast above the cap
and hooks into its own part. The other end of the pendant
has a thimble for the hook of the upper yard tackle block.
The bight of the pendant is haulea out to its place on the
lower yard by a whip on the lower lift, and is secured to
the yard bjr a stout lizard which traverses on the pendant.
Be careful in taking the turns of the lizard around the yard
and pendant to take them above the bull's-eye of the lizard,
otherwise the strain is taken by the lizard and yard-arm
instead of being transferred to the lower mast-heaa.
To HoiHt in a Laixncli ^wlieri ixTid.ex*^wa>'
ixndei* steam, oi* having' the "wind alV.
B^g. liSS
PURCHASING WEIGHTS. 141^
Should it become necessary to hoist in a launch when
underway, when circunastances do not permit of heavine
to or stopping the engines, secure the yards as usual, ana
haul the launch up, say on the port side, get a stout hawser
from the port quarter and secure it to the stem of the
launch ; secure it also inboard. Get the purchases up,
hook and mouse them, and proceed to hoist her in as before
directed. The only difficulty is, that with headway on the
vessel, the moment the boat is freed from the resistance
she meets with in moving through the water, she will
surjsre forward with a violence in proportion to the speed
of the vessel, and endanger the yard and purchases.
The hawser from the quarter to the stern of the boat pre-
vents this, and renders the operation, as soon as the boat
leaves the water, as simple as under ordinary circum-
stances.
This evolution was performed by the " Constitution "
during the memorable and exciting chase, in which she
escaped from the British squadron, in July, 1812.
It is well when hoisting in a heavy weight to use a pre-
venter fore-brace leading from the bowsprit end.
On board modern ships the distance between the fore
and main masts is so ^eat, that the fore-yard tackle acts
very obliquelv. For this and other reasons, it would be a
ffood plan to have derricks expressly fitted for getting the
boom-boats in and out ; purchasing the sheet-anchors, guns
and heavy weights generally, to the great saving of the
yards. Tnese derricks may be rigged temporarily of spare
spars, or fitted like the modern fish-boom for the express
purpose.
On board modem iron-clads a derrick, rigged similar to
our fish-boom, is used exclusively in hoisting in and out
torpedo boats and steam launches!
jL^£iiinelieK eai*i*iecl on the U.£iil. Many of
our modem vessels carry their launches on the rail, instead of
stowing them amidships between the fore and main masts.
To support these boats there are fitted two stout davits,
usually or iron, together with iron cradles on which the
bil^e of the boat rests. The cradles are supported under
their centres by shores, on which the keel takes. The ends
of the cradles are hinged, and can drop down clear when
the boat is being hoisted or lowered.
The davit heads are supported by chain guys, spans
and topping-lifts. One end of the topping-lift is shackled
to the aavit-head, and the other has a large ring to fit over the
head of a curved iron stanchion or *• strong-back," stepped
inboard abreast of the davit. The topping-lift has a second
ring a few feet out from its inner end, which is passed
over the head of the strong-back when the davit is rigged
in for sea. Fig. 382, Plate 75. The topping-lifts are also
provided with turn buckles, for use in setting up, Fi;^. ;382a.
150 PURCHASING WEIGHTS.
To UoiHt in tlie I^Aixneh. The davits are
rigged out and the boat is hauled under them and hooked
on. Walk away with the falls, and when these are nearly
two blocks a hook in the breech of the upper block is hooked
into a shackle on the lower block. Fig. :5S:5. A rope rove
through a hole in the bulwarks around a snatch-cleat on the
cradle shore, and clamped to the inner gunwale with one of
the gripe clamps, is used forward and aft to prevent the boat
from swinging too far inboard as the davits are rigged in.
Usually a boat gripe at each end is used for this purpose.
Fig. ;^S4, Plate 7/).
When ready for rigging in, man the thwart-ship tackles
and rig in, put the topping-up rings of the chain topjnng-
lif ts over the heads of the strong-backs, raise and secure the
outboard ends of the cradles.
Now get a strain on the falls, which have been slacked
off in rigging in, unhook each upper block from its low<.*r
one. and place the launch in its craclle. Unreeve the easing-
in lines, and use them (generally) as a part of the gripe
fastenings.
The object of hooking the upper and lower fall blocks
together is to prevent the boat from easing down while rig-
ging in the davits and fouling the cradle ; besides, leaving
only the slack of the falls to be taken through after the boat
is t()])T)(Hl up.
To Floiwt ovxt the T^sLixnoIi. Having rigged
the purchases, &c., as before, cast off the gripes, pull up on
the falls, hook the blocks together, shift the topping-lifts,
unclamp tlie cradles, ease away on the thwart-ship tackles
and haul on the easing-in ropes. When rigged out, get a
strain on the falls, disconnect upper and lower blocks, and
lower away together on the falls.
On board modern vessels of war, where large davits are
not used, the heavy boats are hoisted in and out by means
of cranes or booms. Where cranes, Plate 81, are used there
is one on each side, they heel on one of the lower decks, are
sufficiently strong to handle the heaviest boats, and are fitted
with hoisting and turning engines of ample power.
Vessels using booms have them goose-necked to the low-
er-mast, and fitted with topping lifts and guys similar to the
ordinary fish boom. Pliable wire rope is used for topping
lifts and hoisting tackles. Regularly fitted boat slings and
spans, into which the hoisting tackle hooks, are used.
When hoisted in for sea the boatg are landed on cradles
which travel in and out on skid ])eams. The smaller boats
hoist in the ordinary manner to davits along the rail.
Pui-cliasiiig" TV'^aitst -tVnelioi'K. Having se-
cured the lower yards with the lifts and both burtons, the
yards being topped up, if need be, on the side used, brace
in the fore and fonrard the main-yard, and get an equal
strain on the supi)orting tackles, Fig. 387, Plate 70.
:^
w
tt
_J
PURCHASING WEIGHTS. 151
The purchases used are the yard-tackles with the winding
pendants, the lizards of the latter re&^lated so that the pur-
chase will take the anchor clear of the side, Fig. 387.
The anchor being brought alongside in a lighter with the
crown aft, pass a strap around tne shank just inside the
ring ; the anchor being stocked, lash this strap to the stock.
Hook the fore purchase into this strap, and hook the main
purchase to another strap passed down over the shank and
under the arms, the tackle hooking into the upper bights.
The forward strap should be a long one, and lasned to the
stock about one-third the distance up, to keep the stock
perpendicular when the anchor is raised. Use fore-and-aft
tacKles as necessary.
Having swayed the anchor up. rouse it in with thwart-
ship-jiggers, place the bills in snoes, or its arm upon the
gunwcQe, place the shores and pass the lashings, unstocking
the anchor.
The anchor rests on two shores, which may be of wood
resting in saucers and secured by laniards, or they are of
iron, and work on hinges, Fig. 388. The shore supports the
anchor, and also throws it clear of the ship's side when let ^o.
To hold the anchor to the side, there are usually chain-
lashings, the upper ends secured by seizings of ratline
stuff ; two from eye-bolts in the side below the anchor acting
as jumpers to keep the anchor down, two on the shank, and
one on the inboard arm to retain the anchor at the side.
In preparing to let go. the chain being bent and the
anchor stocked (by raising the upper arm of the stock witli
a top-burton ana lowering it into place for keying), cast off
the jumpers and the lashing on the arm, and stand by to cut
the seizings of the shank lashings.
]\4iAfest>]iea.cl Pendant Tackles, Fig. 390.
These are purchases, double or treble, the upper block lashed
to a pendant from the topmast-head. A top pendant may
be used to form the pendant, taking a turn with it around
the topmast-head, securing the ends together, and lashing
the upper block into the bight.
A mast-head pendant tackle is guyed clear of the top by
a guy from forward or aft, as the case may be, usually se-
cured to the pendant just above the upper block.
These purchases are very useful in hoisting heavy
articles out of the fore or main hold, or in any case when
the purchase is required immediately over the fore-and-aft
line. They could be used in place of the stay-tackles in
purchasing boats, should there be no triatic-stay.
Trarispoi'ting- Spare .A^riclioi^is, Fig. 390,
Plate 77. The anchor intended to be stowed in the fore
hatch is hoisted on board, crown up and unstocked, by
means of the fore-yard and mast-head pendant tackle, the
latter being abaft the mast. Should the anchor stow in the
main hatch and forwcird of the main-mast, use the main-
152 PURCHASING WEIGHTS.
yard and a mast-head pendant tackle at the main, and for-
ward of the mast. Use, in addition to the purchases, fore-
and-aft and thwartship) tackles as necessary, and a guy on
the ring of the anchor in getting it into place. The anchor
stows up and down, and on modern vessels usually on the
forward side of the fore hatch.
In transporting this anchor to the bows from the fore
hatch, hook the mast-head pendant tackle to a stout strap
around the crown, and a tackle leading aft on the lower decK
is hooked to the shank of the anchor to guy it clear as it goes
up. Cast oflf the lashings, sway up, and as the crown comes
aoove the upper deck use the fore pendant tackle, hooked
into a strap around the shank near the place for the stock,
in getting the anchor forward of the mast. Having stocked
it, transport it over the bows by means of the purchase on
the fore-yard and fish, as in the case previously described
of transporting anchors inboard. When high enough, and
clear of the side, lower away to the water's edge, hook
the cat to the ring, and rouse it up to the cat-head , send
down the purchases and square the yard ; bend the cable,
fish the anchor, and get it ready for letting go.
Should the anchor stow in the main hatch, hoist it out
with the pendant tackle from the main topmast-head, and
transport it forward on mats on deck.
Shoring- up a Lo^vrei* Y^arcl. Fig. 391, Plate
78. To get in a verj heavy weight, lower the main-yard
some distance below its slings, bousing it over athwartships
so that the truss arms will be clear of the mast and on tne
side nearest to the weight, which rigs the yard out further
on that side. Top up tne yard on the side used and lash it
to the mast, having nrst passed old canvas in wake of the
lashings. Use rolling taclcles on the opposite yard-arm, and
hook both top burtons in wake of the purchase on the upper
yard-arm. Fig. 391. If the jeer-blocks are needed to form
the purchase used, hang the yard by pendant tackles from
the lower pendants.
Get the spare main-topmast up and place its heel in a
shoe in the water-way under the yard. Shore up the deck
underneath and lash the head of the topmast with a cross-
lashing to the after side of the yard. Use a spare gaflf at
about naif the height of the topmast from the deck as a
shore, the jaws lashed to the derrick and the peak to the
mast. Reeve a topping-lift from where the topmast-head
is lashed at the yard, to a block lashed above the lower
cap. The topmast should be further supported by head
guys forward and aft, which are omitted in the figfure.
The upper block of the yard purchase is lashed to the
lower yard and topmast with a long lashing. Both pur-
chase blocks treble, or at least one of them fourfold, if such
blocks are available.
The stay purchase consists of a double pendant from the
PURCHASING WEIGHTS. 153
lower mast-head, supporting a treble purchase. With falls,
&c., of the following dimensions, a vessel sparred as heavily
as the Trenton could safely raise a 10-inch rifle gun : yard
purchase, 8-inch falls ; stay purchases : two parts of pend-
ant, 10-inch ; falls, 8-inch ; topping-lift, five parts of 6-
inch.
A hawser rove from forward through a top-block at the
fore cap may be secured to the eye of the stay pendant so
as to haul the stay purchase forward to plumb the hatch-
way if the weight is to be struck below. If the weight is a
fun to be placed on the gun-deck, sling it breech lieavy.
ig. 391.
The I^ennck. We have, so far. dealt chiefly with
the lower yards in describing purchases, but the derrick
possesses aa vantages which renaer it superior to a yard in
some respects, for lifting heavy weights. The derrick
transfers the weight to the deck, whicn can be well sup-
ported by shores from below. It removes all anxiety for
the safety of the yard and mast ; it can be placed Vertically
or at an angle, supported either with or witnout the aid of a
mast ; it is soon ringed, and as quickly dismantled. These
features are suflBcient to recommend it. Moreover, it may
happen in our modern ships that the vessel is fore-and-aft
rigged, or so lightly sparred as to render her yards unfit to
support heavy weights, or the yards themselves may be
sprung, and unavailable for that reason.
The following instance of the successful use of a derrick
I is therefore given to show how derricks may be rigged and
handled :
In 1881 the U. S. S. New Hampshire was towed from Nor-
folk to the Training Station, at Newport. R. I., to be fitted
^P as a School Ship at that place. Slie had her topmasts
Added, lower and topmast rigging set up. The other spars,
t davits, &c., were on deck in an unfinished condition, all
the iron-work for the yards, such as truss and sling bands,
shoul(Jei. bands, and burton straps, being stowed below.
^^ Vessel carried on her spar deck fourteen boats, two
i^^g launches of the largest size, some stowed bottom up.
Y^ Edition, there were two ten thousand pound anchors on
aecfc, one in each gangway. It was required to hoist out
' *^ ^>oats and to place the anchors on a li.ohtc^r for traiis-
i><>rtation to the shore.
7 .Tile boats were taken in hand first. The main-yard
jOiix^ the largest spar available, was rigged as a derrick.^
ij. ^^s about 75 feet lon^, the size for a vessel of the Ports-
JjMi class, the ship being much undersparred.
^ ^He lower yard-arm was stepped in a shoe close to the
^^-way, abreast of the main-mast. Fig. :jI)2, Plate 79.
^ ^t the upper end, about the place for the burton strap,
^*^ lashed the upper block of a treble purchase, 6-inch fail.
♦^^ ^tie same point were hooked into suitable straps two
**Pitig-lif ts, the upper one being the top burton of the side,
154 PURCHASING WEIGHTS.
the lower one a pendant tackle hooked into a strap around
the lower mast, just above the trestle-trees — block under-
neath the top.
A burton from under the yard-arm, close to the purchase
block, led outside to a toggle in a lower gun-deck port, act-
ing as a jumper. An outrigger for this jumper would be
needed in a vessel with less Beam.
There were, in addition, forward and after guys from
the fore and mizzen chains to the place for the upper pur-
chase block. The deck was shorea up under the heel of the
derrick. Neither belly guys nor fishes for the lower yard-
arm were required, although their positions are indicated
in the figure. The derrick, until rigged, lay across the rail,
and was raised into position by means of the mast-head
{)endant tackle ; topped up bv the topping-lifts when the
ower yard-arm was clear of the rail, the heel carried into
place by heel tackles. The derrick purchase took the place
of a yardrtackle in hoisting out. For a stay -tackle there was
fitted the mast-head pendant tackle, treble purchase, 6-inch
fall, hung with a long lashing from the topmast-head.
Each boat was brought into position under the purchases
by rollers and fore-and-aft tackles. In the case of the
launches stowed bottom up, they were lifted clear of the
deck by the mast-head purchase and capsized with the
assistance of the derrick purchase, hooked to the same
slings, underneath. The slings passed for this purpose
were simply turns of stout manilla, one sling being for-
ward of the centre of the boat, another aft, and the two
joined by spans above and below, both slings kept from
drawing together by back lashings over the stem and stem.
Fig. 393, Plate 79.
The boat bein^ upright was slung with a span for hoist-
ing out, as in Fig. 394, the span for the launches being
four turns of 5-incn manilla, fitted so as to render and take
an equal strain. Particular attention was given to the
belly lashing passed around the middle of the boat, it being
made to bear an equal strain with the span. Plank
spreaders were placed inside the boat between the gun-
wales in wake of the belly lashing. The span passed
under the fore-foot and counter, with back lashings, as in
the figure.
In hoisting out, the mast-head and derrick purchases
were lashed to the span, the boat lifted by the mast-head
purchase and swayea out and lowered by the derrick pur-
chase.
In using the same tackles to get out the sheet anchors,
both were lashed to the shank of the anchor at its balancing
point, the lashing being steadied by stout back lashings
irom the ring and crown. Fig. 395.
The purchases described would have readily lifted 11-
inch guns for a ship's battery, had it been required.
An Uprig-lit I>ei*r*icl£. To land the above
Plate 80
Fig^94
Fig.30a
PURCHASING WEIGHTS.
155
mentioped anchors from the lij^hter, an upright derrick was
rigged on shore. It consisted of a spar 20 feet long and
about 8 inches in diameter. The heel rested on the ground,
the head being supported by four guys placed as nearly as
possible at equal angles, and some 50 feet from the heel of
the spar. The spar was raised by jigfjers on two of these
guys, the other two being anchored off m the water, to get
them at the required angles. The derrick being upright
with one (double) block of the purchase lashed to its head,
the lighter was hauled in close to the shore and the lower
block of the purchase lashed inside the balan.cing point of
the first anchor, in order to drag rather than lift. The pur-
chase fall led from the upper block through a leading blocK
lashed to the heel of the derrick. The anchor was raised
bv the purchase just clear of the lighter and was allowed to
sude on skidjs to a point some 15 feet from the base of the
derrick, and each anchor was landed in turn abreast of the
derrick and some 15 feet distant from the heel.
The purchase used was 4J-inch rope, guys 4i-inch. Fig.
396, Plate 80.
A. r^i-actical l\Ietliocl of ^wcer^tainincv
the Sti-eHK on I>ein-icl«:K. In the figure, divide
any part, a c, of the supporting line of the weight, W,
mto a convenient scale representmg the weight suspended,
(in this case 5 tons).
From a draw a b parallel to the tie rod, and from c draw
cb parallel to the jib, cutting a 6 at 6. The tension on the
tie rod will be given bv a 6, referred to the scale a c, and
the thrust on the jib will be represented by 6 c referred to
the same scale.
Scales for the measurement of strains on any derrick
formed of spars on shipboard may be constructed as in the
foregoing case. Attention must be given to the relative
positions of the derrick and supports which may vary from
the above.
CHAPTER XI I.
STOWAGE AND SOURCES OF SUPPLY
THK HOLDS — lU'RKALS — NAVY YARDS.
Before commencing the construction of a vessel of war
of given tonnage, as appropriated for by Act of Congress,
each bureau of the Navy Department estimates for the
amount of space necessary to accommodate its own part of
the vessel's outfit and the corresponding weights. Then,
in making the final plans of the vessel the available space
is allotted, having due regard to the proper distribution of
weights, the protection of certain vital parts of the vessel,
and the efficient working of the battery, machinery, and J
the handling of the ammunition.
At Navy Yards where vessels are Ix^ing built, fitted out i
for first commission, or extensively repaired, the head of
Department concerned is required to furnish a list of the
actual finished weiglits of all articles behmgingto it. includ-
ing machinery and appurtenances thereof, battery and am-
munition, spare machinery, tools, outfits, stores, &c. , &c.
Plate SI shows the internal arrangement and disposition
of the store rooms, coal bunkers, chain lockers and water
tanks of the U. S. S. Indiana, and will serve to give a very
fair idea of how all modern war vessels are subdivided.
While no fixed rules are laid down for stowage there are
certain general principles that api)ly to all vessels, viz:
(1) The weights of engines, boilers, tanks, ballast, etc., i
which are permanent fixtures, must be so arranged that a *
vessel can be easily kept in the best trim by the proper dis- ;
tribution of the i)r()visions, coal and'other movable articles, j
2) The proper stowage and security of all articles.
[:i) Economy in space and a general regard to keeping
near at hand such articles as may be required for immediate
use.
On account of the minute subdivision of the interior of
war vessels the question of stowage is a comparatively sim-
ple one. Each sc^parate (H)mpartment l)eing assigned to a-
sj)ecial pm-pose. due regard is had to the proper distribution
of weights, to accessibility and to protection.
It will be observed that the coalbunkers are so arrangec
that, while being conveniently placed with regard to the nr
rooms, they, at the same time, offer a ct^rtain amount o
protecticm to the boilers and machinery. Tlie number o
openings in the protective deck is made as small as jiossible
20'
30-
40'
SO-
TS'
e
m
1
t
STOWACtE AND SOURCES OF SUPPLY. 157
hence such articles as are stowed below it should be placed
near one of these openings, or the articles should be of such
character as to be easily handled and transported. In a
properly designed war vessel no ballast should be neces-
sary, but in case it is needed, pigs of iron, of square or
rounded section, are used and are placed close down along
the vertical keel.
Fresh water is carried in tanks located on top of the pro-
tective deck and built into the hull of the vessel. Small
compartments are also sometimes used for this purpose.
The tanks are well coated with the best cement, and well
provided with all proper pipe connections to pumps etc., and
each tank is fitted with a water-tight scuttle, or manhole,
to give access for cleaning.
A study of the profile inboard shows that all magazines
and ammunition rooms are located below the protective
deck. Turpentine, alcohol and other highly inflammable
material are kept aft on the upper deck, whence they can
t^asily be thrown overboard in case of fire.
It will be observed that there is only one hold located
well forward. It is divided into the upper and lower hold
by the platform deck. In the lower hold, are stowed the
wet provisicms, such as pork, beef, pickles, vinegar, and
molasses. In the upper hold are stowed dry provisions, as
flour, sugar, beans, coflfee, etc. If it becomes necessary to
stow wet and dry provisions in the same hold, the wet pro-
visions form the lower tiers, and the dry provisions the
upper tiers.
Iron hanging racks are usually fitted under the beams of
the hold for the stowage of oars and lumber.
The chain lockers contain the ship's chain cables.
Hawsers and towlines are kept on reels on the gun or
berth deck and under the topgallant forecastle in vessels
that have them. Vessels with a superstructure deck and
using wire hawsers have them wound on the drums of the
reeling engines in the superstructure.
Vessels using triatic stays, and yard and stay tackles
usually stow them in the launches.
The danger from fire through the ignition of fumes from
volatile oils in closed places should be provided against in
their stowage. Cotton fabrics, waste, oil skins, or anj' thing
that tends to spontaneous combustion by oil soaking in it
should not be stowed in any closed place. All lime sliouhi
be slaked before being received on board.
The Navigator's store-room contains the spare flags, bunt-
ing, log and lead lines, boat binnacles, lamps, and lanterns,
signal halliard stuff and other articles known as navigator's
stores.
The Medical store-room contains the medical stores not
in actual use. Surgical instruments, and such medicines as
158 STOWA(;i: and sources of supply.
are ready for immediate use are kept in the dispensary and
sick bay.
In the Ordnance store-room are placed the spare articles
of gun gear and the belongings of the battery not usually
kept in the armory or ammunition rooms.
The Sail-rooms contain the spare sails, hammocks, wind
sails, cots, awnings, etc. In a ship having two sail-rooms
one is usually reserved for a complete suit of topsails, courses
and stormsails, ready to be passed up promptly.
The Paymaster's store-rooms contain the dry provisions,
clothing and small stores, and sometimes the more valuable
wet provisions, such as canned meats, etc.
Casks should be placed fore and aft, bung up, and dun-
nage (small pieces of wood) used under the chimes to pre-
vent shifting. The chimes of casks are the projections
beyond the head. The bilge of a cask is its largest circum-
ference.
The General store-room, or as it is sometimes called, the
Yeoman's store-room, is situated well forward. In it are
kept all the spare cordage, hooks, blocks, thimbles, ship's
stationery, spare canvas, spare brooms, squillgees, etc. In
fact all small spare articles for the use of the boatswain,
carpenter or sailmaker, are kept in this store-room.
The bread rooms contain th(^ supply of ship's bread.
NAVV DEPARTMENT.
The business of the Navy Department is '* distributed, in
such manner as the Secretary of the Navy shall judge to be
expedient and proper,'' among the following bureaus:
Tlie Rureaix of"if ax^clw sincl T><>eltH« The
duties of this bureau comprise all that relates to construc-
tion and maintenance of docks, slips, wharves, piers, and
buildings of all kinds within the limits of Navy Yards and
Stations, except at Newport and the Naval Academy.
The maintenance of the Naval Home is also under this
Bureau.
It repairs and requires for furniture for buildings at
Navy Yards.
It provides oxen, horses and teams at Navy Yards.
It has charge of all landings, derricks, shears, cranes,
sewers, dredging, railway tracks, cars, wheels, trucks, grad-
ing, paving, walks, shade trees, walls and fences, ditching,
res(Tvoir8, cisterns, fire engines and apparatus, etc., etc.
The 1 Jiiveaix of Eqviipmeiit, has to do with
all that relates to the equipment of ships according to the
allowance tables from time to time in force.
It has under its control the Ilydrographic oflBce, collec-
tion of foreign surveys ; publication and supply of charts,
sailing directions, nautical works ; and the dissemination of
■;--
CnrJa
(■>al
•tey D
re,-'
a3
/!:'
NA".
l\
I
STOWAGE AND SOURCES OP SUPPLY. 159
nautical and hydrographic information, electrical apparatus,
ships' libraries. Naval Observatory, Nautical Almanac, &c.
It has charge of the manufacture of ropes, anchors,
cables, rigging, sails, galleys, cooking utensils, and of the
installation and repair of all electric appliances on ship-
board. It defrays the expenses of pilotage of all ships m
commission, etc., etc.
The Bri.i*eaii. of iN'avig'atlon, is charged
with the promulgation, recording and enforcement of the
orders of tne Secretary to the fleet and to the officers of the
Navy ; with all that relates to the education of oflScers and
men, including the Naval Academy and technical schools for
officers (except the war college and torpedo school), the ap-
prentice establishment and schools for the technical educa-
tion of enlisted men, the enlistment and discharge of all
enlisted persons, and with the preparation of estimates for
the pay of all oflBcers and enlisted men.
This bureau has under its directions all rendezvous, re-
ceiving ships, transportation for men. It establishes the
complements of ships, it keeps the records of service of all
squadrons, ships, officers and men, and the preparation, re-
vision and enforcement of naval tactics, drill books, signal
books, regulations regarding uniforms, etc., etc.
!Oxix*ea.ii of Ordance^ duties consist of all that
relates to the torpedo station, magazines on shore, manufac-
ture of arms, ammunition, and war explosives (including tor-
.pedoes). It requires for, or manufactures, all machinery,
apparatus, equipment, material, and supplies necessary for
use with the above.
It recommends the armament to be carried by all armed
vessels, the material, kind and quality of the armor, size
and thickness of turrets.
This bureau superintends the installation of the arma-
ment and its accessories on board ship ai\d the methods of
stowing and handling ammunition and torpedoes, including
the construction of ammunition rooms, ammunition hoists
and armories, etc., etc.
13ix]:*e£ivi of CoiiHti*xxction and Ifcepair,
takes cognizance of all that relates to designing, building,
fitting and repairing the hulls of ships, turrets, spars, cap-
stans, windlasses, steering gear and ventilating apparatus ;
care and preservation of ships in reserve. This bureau also
places and secures on board, the armor, armament and its
accessories, in accordance with the requirements of the
Bureau of Ordnance. It has charge of the operating and
cleaning of dry docks, and the docking of all ships, etc., etc.
The 13n.reaix of Steaiix Eixprii^eefingr-i
concerns itself with all that relates to designing, building,
fitting out, and repairing the steam machinery used for the
propulsion of Government ships, the steam pumps, steam
160 STOWA(iE AND SOl'KC'ES i)7 SUPPLY.
heaters, distilling apparatus, all steam connection of ships,,
and the steam mac^hinery necessary for actuating the ap-
paratus by which the turrets are turned.
<*<>ii.i:itH9 deals with whatever relates to requiring for, or
]»7ej)aring, provisions, clothing, small stores, fresh water for
drinking and cooking purposes, and contingent stores of the
pay department; the purchase of all supplies for the naval
establishment, except nu^dicines, surgical appliances and
instruments, and supplies for the marine corps. It is, at
shore stations within the United States, charged with the
transfer of all stores and supplies, and their reception, care,
custody and issue when authorized, etc., etc.
The Hiiveii.li <>t" >I!eclieiiie »iicl Hixi*-
fS^^*y9 has all that relates to laboratories, naval hospitals,
and dispensaries; and all medical supplies, medicines and
instruments used in the medical department of the Navy.
The several bureaus retain the charge and custody
of the books of records and accounts pertaining to their
respective duti(»s ; and they estimate for, and defray
from their own funds the amounts necessary to carry
out their duties as above define<l. Each bureau has con-
trol of the organization and mustia* of its own employes,
etc., etc.
The Navy Regulations define fully the relations of the
bureaus to each other.
Tlie T>iitiejs <>1" tlie •Fiiclgr^^ Advocate
Cirefiei^al ol'tlie IXtiv^ tii'e, to prepare all the
necessary papers for, revise and report upon, the proceed-
ings of courts-martial, courts of inquiry, and boards for the
examination of officers for retirement and promotion, in all
cases where such courts or boards are convened by order of
the Secretary of the Navy ; and to prepare general orders
for the promulgation of the findings of the same; to ex-
amine and report upon claims of every description filed in
the Department; to conduct the departmental correspond-
ence relating to all business connected with the increase of
the Navy, such as bids, contracts, specifications, etc. ; to
conduct all the legal business pertaining to the Navy De-
l)artment, and all correspondence relating to same when
any point is referred to the Attorney-General; and to an-
swer all calls from the Department of Justice and Court of
Claims for information and papers relating to cases con-
nected with the Navy Department, etc., etc.
'Kstyry "Vai*<l Oi*g*aiiizatiori. The Command-
ing Officer is the senior line officer attached to the yard, and
is known as the Commandant of the Yard. All communi-
cations relating to work from the different bureaus go to
him, and he is responsible for the execution of such orders.
Ships in commission at a Navy Yard for any purpose are,
STOWAGE AND SOURCES OF SUPPLY. 161
from arrival until departure, under the command of the
Commandant.
The Captain of the Yard is the next line officer in rank.
He is the executive officer of the station, and acts for the
CommandaLnt in his absence. He has the general adminis-
tration of the Yard, watchmen, police force, tugs, fire bri-
gade, vessels in reserve, and the mooring and unmooring
of vessels. He is the representative of the Bureau of Yards
and Docks, the civil engineer attached to the yard being
charged with the special duties of this bureau.
There are also attached to a Yard, officers representing
the other bureaus, who have charge of the stores and work
in which the several bureaus are directly concerned.
The custody, transfer, and issue of all supplies, and the
record of all property and plants at Navy Yards and sta-
tions come under the supervision of the Bureau of Sup-
plies and Accounts ; the Paymaster representing this bureau
is known as the General Storekeeper. In order to obtain
any article a requisition is made on the General Store-
keeper through the Commandant of the Yard and, if ap-
proved by him, the General Storekeeper will be ordered to.
furnish it.
Medical outfits for ships in commission are furnished
from the Naval Laboratory at New York. Reference to an
allowance book will show under which bureau any article
comes.
The following partial lists give a general idea of the
articles supplied under the separate bureaus :
!Ejqn.ipme]nt* Ground tackle, cordage, sails, awn-
ings, hammocks, and sailmaker*s stores; all mess outfits,
such as table linen, crockery, plated ware, etc., galleys
and cooking utensils ; coal and wood for steaming or cook-
ing purposes.
The electric plant and outfit is supplied by the Bureau of
Elquipment; the Navigator, however, is in charge of the
electric plant and outfit on board ship. All stores used by
the Navigator, such as charts, chronometers, books, com-
passes, etc. , come under the Equipment officer who transfers
them to the Navigator. On board ship the boatswain, car-
penter and sailmaker have special charge of the equipment
stores in their own department, under the direction of the
Executive Officer who is the Equipment Officer of the ship.
C?oi:iHti*ii.etioi:i a^ncl H^epair* : Blocks, break-
ers, boats, boat spars, balsas, casks, chests, capstans, dead-
eyes, mastfishes, spare spars, lumber, caulking material,
carpenter's tools, mattresses, pillows, fixed furniture in offi-
cers' quarters, paint, oars, rowlocks, turpentine, varnish.
On board ship the carpenter has general charge of the
construction stores under the Executive Officer who makes
out all requisitions for articles under Constructiou.
162 STOWAGE AND SOURCES OF SUPPLY.
Oi^clnance Stoi*e« s Guns, small arms, and ac-
coutrements, all kinds of ammunition and means for hand-
ling same; all tools, appliances, oils, etc., for the working
of the ship's battery.
All equipments for the magazines and atnmunition
rooms ; spare parts and material for repairs to the arma-
ment of the vessel; torpedoes and their appurtenances.
The gunner is the warrant officer in immediate charge of
the ordnance stores. The navigator is the ordnance officer
of the ship and is responsible for all ordnance stores.
Stestm E^iig'iiieer*i]iLg;' : Boilers, engines and all
their appurtenances. All firing tools, implements and ap-
pliances in fire and boiler-rooms, and about the engines.
All material for the cleaning, repairing and running of all
machinery. Stores in this department are furnished on
requisitions made by the Chief Engineer, and are expended
under his direction.
I^a^^iiiaHtei-^H Storew s Include clothing and
small stores; such as buttons, thread, needles, knives,
scissors, tobacco, soap, etc., for the crew; provisions, wet
and dry, and the tools, stationary, etc. , that are necessary
for use in the Pay Department.
The Paymaster is the purchasing officer of the ship, the
stores purchased by him being invoiced to the head of the
department under whom they come. Thus requisitions for
water are made by the pay officer, and when received the
water is invoiced to the equipment officer.
IVIeclieal Storen s Include medicines, surgical in-
struments, and other appliances for the use of the surgeon,
as well as provisions for the sick and wounded. The
medical outfit is in charge of the senior medical officer of
the vessel.
CHAPTER XIII.
BOATS.
There are three different methods of building boats,
namely : —
1st. The Oarvel-l:>vxilt5 which have fore-and-aft
planks, the edges meeting but not overlapping.
2d. The CJliiilier-l>xiilt, also fore-and-aft planks,
with the edges overlapping each other, like shingling.
3d. The Di£ig'oiia.l-l>v].ilt, having, as the name
implies, their planking running diagonally, the inside
planks running in a contrary direction to the outside ones,
and their edges meeting.
Bo£itH are single or double hanked, as they have one
or two rowers to a thwart.
The seats for the crew of a boat are called the thwarts ;
the strips runnine fore-and-aft, on which the thwarts
rest, the rising ; the space abaft the af terthwart, the stem-
sheets, and forward of the foremost thwart, the fore-sheets ;
the spaces in the wash-streaJk for the oars, the rowlocks.
The frames, knees, hooks, stem and stem posts of boats
are generally of oak, and the planking of cedar.
Oaris are made of ash. The flat part of an oar which
is dipped in the water is called the blade, and that which is
inboard is termed the loom, the extremity of which, being
small enough to be grasped by the hand, is called the
handle.
The oars are said to be double-banked when there are
two men rowinc^ at each oar.
Oars should be neatly marked by the carpenter, and the
men not allowed to deface the looms.
In the navy, boats are classed as follows :
Steam launches and steam cutters, frequently built of
iron or steel.
Sailing launches, barges, cutters, whale-boats, gigs, and
dingies, built of wood.
To Find tlie AVei^lit of lioatsis, multiply
the square of the breadth by the length, and that product
for a launch, by 2.5 ; first cutter, by 1.9 ; quarter boats, bv
1,0^ second cutter, by 1.4 ; stem boat, by 1.0. Answer will
be m pounds.
16.3
104 BOATS.
Boat Itlciiiipmeiith«* Before entering upon the
detail of a boat's outfit, the following articles may be men-
tioned as indispensable at all times to every boat, viz. :
1st. The plug.
2d. A breaker of water, and breaker stand.
3d. A rudder which cannot be lost if unshipped, without
cutting the rope by which it is secured.
4th. The boat-hooks and the oars, or the sails and spars
or both.
oth. A bailer.
The plug should be secured to the keelson by a good
laniard. The water breaker should have the bung fitted
with a spigot, or faucet, and laniard and the bunghole with
a leather lip. If a steering oar is used instead of a rudder,
it should ship in a patent crutch, narrowing at the top, from
which the oar cannot be disengag^ed without hauling it
through, loom first, until the blade is even with the crutch
opening.
Rudders are usually supplied with the pjintles of equal
length. It will save a great deal of trouble if a small piece
of tne upper pintle is cut off. Otherwise, if there should be
occasion to unship the rudder, it will be very difficult to
ship it again in muddy water, or with any motion on the
boat, since both pintles have to be pointed at once if of the
same length.
A good substitute for the old fashioned pintle is found in
a metal rod of sufficient length secured to the stern of the
boat. The gudgeons are slotted on one side in order to
allow the rudder to slij) over and to slide up and down the
rod. To ship the rudder put it hard over, ship the gudgeons
over the rod, slide the rudder dow^n until in position, when
a recess between the rod and the stern of the boat permits
the gudgeons to turn freely around the rod, and at the same
time prevents vertical motion of the rudder.
In addition to the complete set of oars, there should be
two spare oars, triced up under the thwarts. A painted can-
vas sail cover is usually provided for the sails.
Next to the above-mentioned articles may be enumerated
the following as important in the ordinary outfit of a boat,
namely : a full set of stretchers, a set of boat-hooks, a good
arrangement for hoolriig on. set of fendvrs, awning stanch-
ion-'>. tiller, yoke and lines. tari)auliiis, awnings with bag.
boat cover with lashings, curtains for carrying arms, back-
board, gratings, rowlocks, flag-staff. Life-boats, in addition,
should be fitted with an approved detaching outfit, copper
air tanks in each end, a steering swivel, and sea painters.
Boom irons, windlass, windlass bars, well pipe or funnel,
and rowlocks or thole-pins and grommets should be fitted
to sailing launches. A short and a long (stout) painter for
towing or mooring are also required.
BOATS. 165
If the lower blocks are to be close to the stem and stern
of the boat, it is essential that the ring, shackle, ball-toggle
or other arrangement used, shall permit the lower block to
be above the gunwale of the boat and clear of it. This
avoids fouling, which is always objectionable and may be
dangerous.
Additional when at sea : Gripes, Fig. 399, fitted with slip-
hooks ; a boat-rope leading from the fore chains and secured
to the boat's bows ; life-lines hanging from the boat-davit
span, the supply-box provided for By tne Ordnance Manual,
and, when hoisting in a sea-way, two small spars to act as
skids in keeping the boat clear of the chains, &c.
A boat binnacle is to be kept trimmed and at hand ready
for any boat requiring it.
At least one Doat in every ship should be a good surf or
life-boat, and fitted for lowering and hoisting with extra-
ordinary expedition. In this connection, it may be men-
tioned that tne life-buoys should be of the most approved
pattern, and that the contrivance for letting them go and
firing them should be frequently examined and tested.
Boats should have their own recall, and the comet, and
general recall, painted on a piece of tin and tacked in some
secure place, not the backboard.
The minutiae of boat outfits for various kinds of service
will be found in the Ordnance Manual.
Lowering" a^ncl HoiHting- (underway or in
tideways). For lowering, boats' falls snould be kept in
separate racks, and always clear. A boat should not be
lowered while the ship has stern wav ; on the contrary, it
is better if the vessel oe going ahead. Should the boat get
under the bows, there is danger in a sea-way of her being
cut in two or stove by the dolphin-striker.
In a quarter or stern-boat tne after-tackle should be un-
hooked first, particularly when going ahead or in a tide-
way, otherwise the boat may wind and be swamped.
On lowering a stem-boat in a tide-way, the moment the
keel touches the water the boat is swept astern, and the
falls so tautened that they cannot be unhooked without
much diflScultv. If when the boat is hoisted we hook a
stout runner, fitted for the purpose, haul taut and belay it,
and unhook the regular tackles; then when the boat is low-
ered the runner can be allowed to unreeve instantaneously.
and the boat is swept clear of the ship at once, or swings to
her painter previously made fast.
When about to lower a boat, see the line from forward
made fast, put the plug in, ship the rudder (if not perma-
nently shipped), let the men in the boat hold on to tne life-
lines, and keep the steadying lines fast until the boat is in
the water.
For hoisting^ the boat should be hauled up, a careful
hand steering, or dropped from the line forward and the
166 BOATS.
forward tackle hooked first. It is very important that theso
tackles should have their lower blocks so made that they
will not capsize. When the tackles are hooked the men
should keep the blocks up so that they cannot unhook, by
holding up the parts of the fall. Steadying lines should he
used in a sea-waj;, leading in through the ports and well
attended, with which to bind the boat, as she rises, against
the skids ; the life-lines should be crossed and the boat-rope
from forward tended. Send all but four hands out and
hoist away. When the boat is up, pass the bight of the
stopper through the slings — the short chain-spans which go
from the ring-bolt in the stem and stern-post to keelson — or
through the ring-bolts and over the davit-end twice, and
hitch Def ore attempting to belay the fall.
For hoisting quarter-boats in a sea-way, there is nothing
like jack-stays irom the davits to set up to the bends at
the water-line. A lizard is fitted to each, which travels up
and down. With these, catch a turn around the thwarts,
and the boat may be run up, clear of the side, without
trouble.
Pass the gripes round the boat clear of turns. Have
squaring marks put on the falls, so that she may alwavs
hang square from the davits, and in port, level with tne
rail. It there be no scuttle which opens of itself, take the
plug out the moment the boat leaves the water. Make fast
the Doat-rope from forward to the bows of the boat, stop it
up to the chains with a split yarn. See that the fenders are
in, fill the water-breaker, and if the weather be hot, put the
cover or awning on square and smooth during the day,
taking it off at ni^ht.
In a stern-boat in a tide-way, o: ship going ahead, do not
attempt to haul across the sttrn, but hook both falls with
the boat lying fore and aft, hoist on the forward fall until
the boat is about two-thirds out of water, then round in
steadily on the after fall and the boat will come up without
difficulty. In this case one man can easily keep the boat
off the rudder or the stern of the ship.
Much trouble in rounding up or overhauling down boats'
falls is avoided by hooking the lower blocks to eye-bolts in
the ship's side near the heel of the davit or to small beckets
worked around the davits.
I-Ia.nd.lins' WoatK ixnclc^i* Oai*K, The follow-
ing orders are used by officers or others in charge of boats.
A cutter, for example, is supposed to be lying alongside,
properly manned, and ready to shove off :
Give the order: Up Oars!
The crew, with the exception of the bowmen, seize their
E roper oars, and, watching the stroke oarsman, raise them
riskly to the vertical, simultaneously, holding them thus
directly to their centre fronts, blades fore-and-aft, those on
starboard side with right hand, those on port side with left
BOATS. 167
hand, down and grasping handles; the oars to be held by
the hands alone, 7iot resting on the bottom of the boat; the
men face square aft, and pay strict attention to the cox-
swain.
Bowmen stand up, facing forwards, and attend the
painter or heaving-line, or handle boat-hooks, as case may
require. (They snould not raise their oars until the order
" Let fall has been executed.)
In a sea-way, or strong tid.e-way, the after-oarsmen do
not raise their oars at this command, but assist with boat-
hooks in shoving off, and raise their oars together and
before the order " Let fall."
At command :
Shove off!
Bowmen cast off" painter or heaving line, handle boat-
hooks, and shove the bow clear by a vigorous shove, the
coxswain seeing that the ensign-staff and quarter go clear
of gangwav.
When tne boat is sufficiently clear of the ship or wharf,
the order is given :
Let fall !
The oars are to be eased doivn into the rowlocks simul-
taneously, and leveled. The blades should not be allowed
to splash in the water. The fenders are then taken in, and
the starboard stroke-oarsman gives the stroke. As the
style of the stroke depends upon the after-oarsmen, they
should be the best men in the boat.
In double-banked boats each man is responsible for the
proper handling of his own fender. In single-banked boats
1^0. 2 takes in and throws out the fender of No. 1, No. 3
that of No. 2, &c.
(The boat can now be pointed in the desired direction
by directing the proper oars to be backed or given way
upon. )
The bowmen, having shoved the boat clear, turn aft,
take their seats, and lay in their boat-hooks together, and,
having hauled in and coiled down the painter, if adrift,
seize their oars, and, looking at each other, throw the
blades over the bows, in line with the keel, simultaneously ;
when the looms and handles are ^rasped, the oars are raised
vertically together, and droppea simultaneously into the
rowlocks. When the boat is properly pointed, the coxswain
commands :
Give way together !
The starboard after-oar gives the stroke, the others
follow him. Each oar should be lifted as high as the
^nwale, and feathered by dropping the wrist until the
blade is flat. When the blade is thrown forward as far as
the rowlock will admit, it is then dropped into the water,
easily and without splashing. (Rowing hand over hand, or
from the shoulder alone, should never be permitted.)
108 BOATS.
()n approaching the desired place of landing, the boat
being properly pointed, at the mom(*nt the oars are leaving
the water the coxswain commands :
In hows!
The bowmen, closely regarding each other's motions,
take one stroke, and tossing their oars simultaneously, raise
them vertically, lightly touching the blades together, letting
them fall into the boat together, in line with the keel, with-
out unnecessarj noise, and pass the handles underneath
the oars still m motion, taking care that their oars are
**boated." They then seize their boat-hooks, face forward,
and, standing up, hold their boat-hooks vertically.
When witn sufficient headway to reach the desired place
of landing, the command is given :
Way enough !
As before, the command is given while the oars are in
the water. . The crew, regarding the motions of the stroke-
oarsman, finish the uncompleted stroke, give one full stroict^
additional, and toss their oars simultaneously, raise them to
a vertical position^ and lay them easily and without noise
into the boat, in line with the keel. The oars to be so placed
in the boat that they can be readily resumed by the crev^\
the stroke oars to be placed nearest the gunwale, and tli
others in succession.
The oars bein^ boated, the stroke oarsmen handle their
boat-hooks, keeping their seats, and assist the bowmen in
bringing the boat to the landing.
After boating the oars, the fenders are thrown out.
In saluting passing boats, or in stopping to hail, or to
check headway, it may become necessary to lay on the
oars ; to do this, conmnand —
Stand by to lay on your oars !
At this the men pay strict attention for the command —
Oars !
which is given while the oars are in the water, the stroke is
finished and the blades of the oars are feathered and raised
simultaneously as high as the gunwale, where they are
firmly held in lines parallel to each other— on no account
fire the oars to be permitted to touch the water or to be
thrown out of line.
At the order —
Give Way!
the pulling is resumed, each man regarding the stroke-oars,
and taking the stroke from them.
To toss oars, the command is given —
Stand by to Toss !
At the conmiand —
Toss !
which is given while the oars are in the water, the stroke is
completed, and the oars then thrown up to a vertical nosi-
tion simultaneously, blades fore and aft, each oar is neld
BOATS. 1 69
square to the front of the man holding it — on line with the
centre of the body.
In going alongside of a strange or foreign vessel to de-
liver a message or order, requiring but a few moments to
give or execute, and particularly when it is desired to keep
the crew at their thwarts, it is recommended to give the
order Toss^ rather than Way enough I The crew to keep
their oars up while the duty is performed by the midshipman
in charge. The bowmen being the only men in this case,
who ** boat their oars."
To trail, give the command —
Stand by to Trail!
Trail !
At the second order the oar is to be thrown out of the
rowlock, and allowed to trail alongside, either by the trail
line or by holding it by the handle.
To stop the boat's headway, order :
Oars !
Followed by —
Hold Water!
And if necessary —
Stem all !
At the first order, lay on the oars as directed ; at the
second, drop the blades in the water to check the headway ;
and at the third, pull backward, keeping stroke with the
after-oars. The oars should not be dropped into the water
too suddenly, lest they get broken.
To turn a boat suddenly, order, Oive way starboard (or
port), ftocfc port (or starboard), Oars! Both backing and
pulhn^ oars should always keep stroke with the stroke oar
of their own side, all oars taking and leaving the water
together.
The following are given as the indications of a good
stroke :
1. Taking the whole reach forward and falling back
gradually a little past the perpendicular, preserving the
shoulders throughout square, and the chest developed to
the end.
2. Catching the water with the lower edge of the blade
inclined forward, and beginning the stroke with a full
tension on the arms at the instant of contact.
3. A horizontal and dashing pull through the water as
soon as the blade is covered, without ever dipping more
than the blade.
4. Quick recovery after feathering, the arms oemg
thrown forward perfectly straight at the same time as the
body, the forward motion of arms and body ceasing together.
5. Equability in all the motions.
SculUng with a single oar should be taught.
^Boat-idg-m, Plate 84. Men-of-war boats are usually
rigged as follows : Launches are sloop-rigged, with a jib and
1 70 BOATS.
mainsail. Cutters and Whale-boats are rigged either with
two sliding gunter-sails or two lu<5-sails; the former boats
have a jib m addition.
A sliding ^nter-mast, Fig. 401a, consists of two sections,
nearly equal m length, called the lowermast and topmast ;
the latter slides upon the former, and is held in position by
means of two metal rings secured to the topmast near its
lower end. The topmast is on the after siae of the lower
mast. The sail is bent to the topmast aila to metal hoops on
the lower mast. Make sail by noisting the topmast, which
carries the head of the sail with it, hauling aft the sheet.
The mainsail has a boom.
The rig is objected to for large boats, on account of the
diflSculty of handling and stowing the spar and sail, which
are made up together.
Lug-sails are either standiiuj lugs, three-quarter lugs or
dipping lugs.
The halliards of a standing lug, Fig. 402, are bent to the
vard a little inside of the forward end ; the tack hooks, or is
lashed, abaft the mast.
The halliards of a three-quarter lug, Fig. 403, are bent
to the yard at one-fourth of its length from the forward end,
the tack hooks a short distance forward of the mast to an
eye in the fore-and-aft batten.
In a boat having two such lug-sails, it is customary to
hoist the yards on opposite sides of their respective masts,
and not to dip them, ^ut if it is desired to dip, the sail is
lowered a short distance, tack unhooked, taken round the
mast and hooked again, while the fortvard end of the yard
is dipped around by hauling down upon the luflf of the sail.
The halliards lead forward.
A regular dipping lug, Fig. 404, has the halliards bent at
a point two-fifths of the length of the yard from its forward
end, the tack hooks well forward of the mast, there being
an eye-bolt for the fore tact on either bow.
In tacking or wearing with this rig, the after yard arm
must be dipped around the mast from aft forward. This is
done in tacking, as follows : the wind being on the (former)
lee bow, one hand lowers the halliards iust enough to let the
after yardarm go round the mast. This ensures plenty of
back sail forward where needed, and as little slacK sail as
possible on top of the men. One hand forward bears the
fore part of the sail out, the next two gather the clew of the
sail forward and pass it around the mast, one hand aft un-
hooks the sheet as soon as the sail lifts, and rehooks when
the clew is passed aft again. Balance of crew hand along
the foot of the sail and assist in rehoisting. Shift fore tact
to the weather bow.
In wearing, dip just before the wind is aft, rehoist when
wind is on tne otner quarter. Do not allow the sails to
gybe, and keep the halliards to windward.
BOATS. 17t
In this connection may be mentioned the split lug. Fig.
405, generally used in British galleys (gigs), which have but
one mast. The yard is slung at two-fifths its length from
the forward end, as in case of tlie dipping lu^, the sail is
split in the wake of the mast, and furnished with a lacing,
also with a second tack-lashing, or hook, for the after portion
of the sail. Fitted in this manner, when the lacing is passed
the sail is simply w dipping lug. With the lacing unrove
and the after tacK secured, the after part of the sau is used
as a standing lug, the forward part (fitted with a temporary
sheet) acts as a ]ib. The latter form of the rig is convenient
in beating ; the use of a jib-stay is avoided.
Dingies and gigs are usually supplied with sprit-sails — the
latter boats may also have a jib. The upper end of a sprit is
placed in a grommet at the peak of a sail, while the lower
end ships in another grommet on the mast.
>raHtN should step in boxes and clamp to the thwart ;
clamp to be abaft the foremast and forward of the main-
mast. The awkward and dangerous practice of stepping
masts through a hole in the fore-and-aft batten, usually
the flimsiest piece of material in the boat, cannot be too
strongly condemned.
The British service rig includes an ingenious device
(De Horsey's) for stepping the foremast. A stout fore-and-
aft piece is ntted forward, with a slit through its centre
equal in length to the distance from the heel of the mast to
the partners, and in width somewhat greater than the
diameter of the mast. The mast is fitted with trunnions,
one on each side, resting on the after part of the fore-and-
aft piece. In stepping, the mast pivots fore and aft on
these trunnions. As the head goes forward and up, the heel
sinks into its step, where it is confined by a pawl^ which is
fitted with a safety key that locks it after the heel is in
place. Fig. 397, Plate 83.
With this rig the mast is stepped or unstepped in a mo-
ment. To take the mast out of the boat, unkey the cap
squares of the trunnions.
The mainmast in this case is fitted in the usual way
-with a box and clamp, the fore being given the easier rig on
account of its situation, which renders it more difficult to
handle.
Before stepping see that the halliards are rov(» and that
nothing will be required aloft. Never send a incin aloft on
the masts if halliards unreeve. Unstep the mast and rectify
matters in that way. , ^ xi.
H^igglng. The masts being stepped, set up the
shrouds equaUy and for a full due. Do not tamper with
lee shrouds when sailing, to "set them up." If they are
hove taut in a stiflE breeze, the next tack will probably result
in your wrenching the head of the mast oflE.
JtlAlliards stnd Dovrn-liaixln. The yard of a
172 BOATS.
lug-sail hooks to an iron traveler on the mast; the hauling
end of the halliards shouhi have an eve in its end, to be
placed over the hook of the traveler before hoisting, and
used as a down-haul.
Set a jib before setting the foresail. The jib being the
fore-stay, if the foresail is set first the mast-head is dragged
aft and the after leach will be slack. If obliged to set the
foresail first, ease the fore-sheet while hoisting the jib, and
let the head of the foremast go to its place. See the jib
tack well out to the bowsprit end before noisting.
i^£iilN. Do not stretch the head of boat sails in bend-
ing them, unless they are bent when wet. Bring them to
the yards and galffs barely hand taut, to allow for shrinkage
when damp, or the fit or the sail will be spoiled. See the
yards slung so that the sails will set smoothly.
Hoat Sa^ilingr* Make all the men who are not
shoving: the boat off sit down. ''Shove ojf," " in fenders.''
In shoving off when the ship is not head to wind, pull clear
of her before making sail. If the ship is broaoside to a
steady breeze you may make sail from the lee gangway,
but look out for flaws.
Ship being head to wind, ^ive the order, ''Stand by to
make sail r See halliards manned, lee sheets aft, brails
tended : then •" Shore offr •' Hoist the jib:' then the foresail.
If intending to sail on the wind, "hoist the ma i nsai l'- ai<
soon as the boat is clear. If bound to leeward, let the boat
pay off first to her course, then ** hoist the maiusailS' ** ease
off fore and jib sheets,^' anil proceed.
if you want a pull on the halliards, slack the sheet : if
the fore, check the main sheet at the same time.
Have the halliards coiled clear for running ; do not
allow the crew to stand on the thwarts or move about in
the boat, nor the coxswain to let go the helm, as is some-
times done to get a pull of the main sheet, &c. Bv this
thoughtless practice a boat may be taken aback and cap-
sized. See tnat the weights are kept amidships and that
all sheets are tended, not belayed.
If running and about to round to, remember that you
cannot carry all the sail on a wind that you can before it,
and reduce m consequence beforehand.
Running dead to leeward in a single-masted boat (gig)
is dangerous. It is preferable to carry the wind a little on
one quarter for half the distance, then haul aft the sheet,
lower, shift the sail around, and head for your destination
with the wind on the other quarter. Never go wing and
wing if ther(^ is any sea on, or if the wind is unsteady iii
direction.
If your men are all sitting to windward in a breeze, make
them take their proper places befcu'e passing to leeward of
a vessel.
BOATS. 173
Steerifigr and TTi'lmtniiig- Itoa.tN'. The
"rule of the road" and the remarks about handling ship
apply equally to a boat. See Chapter XIX.
Putting tne rudder right across the stem deadens the
way : 42** is considered the extreme of efficiency.
When there is no way on, or when the boat is tied by
the stem — as in towing, when the tow-line is fast to the
wrong place, the stem ring-bolt — the rudder has no effect
whatever.
Always endeavor, either by trimming sails or disposition
oi weights, to reduce the boat to a " small helm," for when
tlie rudder is dragged much across the stern the way is
retarded. Weather helm will be induced by allowing the
boat to be pressed by the head, and this may be caused by
the bowmen sitting forward, or by press of sail, or both.
If the bows are clear, a pull on the jib sheet miqht relieve
the helm, but not as a matter of course ; for if the lib was
already flat, it might be the cause of depression, and a few
inches checked would perhaps answer the purpose. Then
the main sheet might be the cause, and an inch of that
sheet might be the remedy. But it will be of no* use to
attempt trimming until the sails are taut up and well set ;
and then the officer in command can make his alteration of
trim, until the boat may be so nicely balanced that, by
sending the bowmen forward and letting go the tiller, she
will go about of herself.
If the bow is deep and the stem light of draught, the
former is not so easily blown from the wind as the latter.
If, on the contrary, the stem be deeo, and the bow light,
the bow is readily thrown to leeward by the conjoint action
of wind and sea. In the first of these cases — supposing the
sail to be well balanced — ^the boat would carry weather
helm ; in the last, lee helm ; but in either, her way would
be more or less diminished. The drag of cross hehn mieht
be decreased by reducing sail at one of the extremities, but
at the expense of speed ; whereas, by trimming weights, all
sail might be carried, and speed increased.
Use water in breakers for ballast.
Taclcing-. Having previously described the method
of dii>ping lugs, let us assume the boat to be a cutter fitted
with jib and sliding gunters. Keep a good full for stays,
then ^^ Ready about,, the helm is easea down, then ^^ease
off the jib sheet I" if the boat is a slow worker and does not
come to readily, otherwise the jib sheet may be kept fast.
Haul the main-boom handsomely amidships. When head
to wind shift over the fore sheet, be careful not to make a
back sail of the foresail. Bear the jib out to windward to
assist in paying the boat's head around. When the jib has
paid the head off sufficiently to fill the foresail, " draiv jib,''
nauling aft the jib and fore sheet, right the helm, haul aft
the mam sheet.
'174 BOATS.
If the boat gathers stern-board shift the helm; get out
^an oar on the lee bow to bring her head around, or let all
the crew that are in the after part of the boat place them-
selves on the (old) weather quarter, the boat will then pay
oflf the right way, owing to the pressure of the water bemg
more on tne immersed quarter tnan the other.
Thus, if the boat is head to wind and her bow ought to
Eay oflf to starboard, send the men who are aft to the star-
oard quarter, their weight depressing that quarter, the bow
will pay oflf as desired.
Men-of-war boats fitted with but one sail (unless a split
lug) should not attempt to beat to windward.
In working to windward among shipping, or in a harbor,
if there is any doubt of your weathering a particular object,
it is always safest to tack. In luflSng up for a '* half board '*
a boat quickly loses her way and becomes for the time being
unmanageable. This would probably result in your fouling
the danger you have tried to avoid.
A^'^eai'ingr. Put the helm up, **ease off the main
sheet ^^ ! or, in a fresh breeze, ^^ brail up the main-saiV^ !
Slack oflf the fore and jib sheets as she goes oflf ; when the
wind is well on the quarter, ''shift over the fore sheet ^^ ;
with the wind on the new weather quarter set the main-
sail, or, ''haul aft the main sheet,*' then the fore; when
nearly by the wmd, haul aft the jib sheet and right the
helm.
Instead of lowering the main-sail altogether, it is suflS-
cient to ** brail up,^^ hauling aft the sheet again as soon as
the sail will take on the new tack.
XJnclei* Sail slticL Oai*K, When the wind fails,
get out oars and keep the boat under oars and sail as long as
the latter are of any assistance. If the breeze freshens
again, lay in at least the lee oars to avoid catching crabs and
splitting the gunwale. When the weather oars barely
strike the water, in consequence of the boat's inclination, it
is time to lay them in also. Ship rowlock shutters, if used.
lleiiv^ifio-to. Put the helm down, haul the main-
boom well over amidships, the jib-sheet to windward, brail
up the fore-sail.
Xl/eeliiig-, Before reefing, tell oflf the men for the
diflferent duties ; if using lug sails, two men forward haul
down on the luflf of the sail and shift the tack, one hand by
the halliards, one at the downhaul, one to tend the sheet,
the rest tie the points and shift the sheet-block at the clew.
Do not luflf, check the sheets, lower enough to tie the points,
hauling in the fore-sheet so that the men can get at the foot
of the sail without peaching over the lee gunwale ; shift the
tack and sheets and tie the points ; slack the sheet, hoist
and haul aft.
Hoist the foresail first, or if the mainsail be first hoisted,
check its sheet till the boat has headway, or she will get in
BOATS. 175
the wind and lose time. Reef a sliding gunter in the same
way, except that there is no need of a downhaul, nor of
hauling down upon the luflf of the sail.
In reefing, do not roll up the foot of the sail snugly ; it
holds more water than when the sail is loosely tiea up by
the points.
Always be&dn to reef when the boat commences to bury
her lee gunwale or shows signs of being crank.
In reefing, or performing any of the evolutions described,
nobody needs to stand up. Good boatmen never jump
about on the thwarts, or show more than their heads above
the gunwale.
i5$Qii.£ills. Sailing on a wind, in moderate squalls,
ease tne sheets enough to relieve the boat, keep enough
steerage-way to bring her promptly into the wind if the
squall increases.
When caught in a hard and sudden squall, put the helm
down at once, let fly the fore-sheet : and as such squalls fre-
quently veer more or less, lower the sail ; for if it catches
aback there would be difficulty in getting it down, danger
and sternway from keeping it hoisted.
Sailing with the wind abeam, if a squall comes up.
receive it with the sheets flowing and halliards clear for
nmning.
The squall increasing in violence, brail up the mainsail,
up helm, and if need be, lower and reef the foresail.
If obliged to run before a very fresh breeze, use a reefed
foresail, but in any case carry enough sail to keep ahead of
the sea.
An empty breaker, or spar towed astern, will much
diminish the danger of being pooped.
CsLXJLglkt in SL Gra.le« If blown out to sea, or
otherwise unable to reach the ship in a gale of wind, lash
Jour spars, sails, and all but half a dozen oars, together,
lake a span of the heaviest rope available. Bend the spaii
to the opposite ends of the largest spar, bend the end of
your painter to the span and launch the spars overboard :
the longer the scope the easier the boat will ride, to the
breakwater thus formed. The sails should be loosed on at-
taching their yards to the spars, they will thus contribute
greatly to breaking the sea. If weights be fastened to the
clews the boat's drift will be much retarded.
Oa.pHizing'. As a rule, remain bv the boat — she will
assist those that cannot swim to keep afloat, and those who
can swim may, with the aid of the boat, render valuable
oc fit fl^ An {* ^
rraking- in Sail. To take in the jib, foresail bein^
set, slack the tack and gather in the sail on the foot, lower
the halliards. If the foresail is not set, lower the halliards
first, gather in on the after leech and foot ; when down, let
go the tack.
170 BOATS.
To take in a lug-sail, check the sheet, haul down on the
(lownhaul and luff of the sail at the same time ; do not haul
on the after leech, as it causes the fore-part of the sail to
fill and the traveler to bind against the mast.
With sliding gunter sails, Idwer the halliards, then brail up.
Caroing" a.long'Hicle. If under oars, a fresh breeze
blowing, pull, as a rule, for the lee gangway. Boat the
oars instead of tossing them, whether going or coming,
whenever there is any considerable motion, as they are apt
to take under chains, ports or other projections from ships
or wharves.
If under sail in a fresh breeze, always get down the
masts before coming alongside. Round to ahead, down
masts, out oars, and drop down ; or shoot up under the stern,
and down masts before getting under the quarter boats.
Ship head to wind, no tide, get the main -yard end on,
keep the boat away a little to allow for rounding to, *'down
jib,'' and rig in the bowsprit in good season ; when with way
enough. *' brail up the foresail," put the helm down, haul
flat aft the main sheet, brail up tne mainsail as soon as it
ceases to draw, out fenders.
If there is any current, make allowance for it by heading
for a point further forward or aft, as the case may be.
Riding to a windward tide, if approaching from abaft
the beam, the foresail may be taken in and mast unstepped,
using the mainsail only to bring her alongside. Approach-
ing tne ship from forward of tne beam, unstep masts and
out oars.
Whenever there is the slightest doubt of your ability to
fetch the gangway under sail, brail up, unstep the masts
and pull alongside.
Alwavs unstep the masts in approaching a vessel under
way, and do not board, or shove off from, a vessel which
has stemway on.
If unable to fetch the ship in a strong tideway or fresh
breeze, keep as much as possible in her wake. The ship
will veer astern a buoy, or small boat, bearing a line by
means of which the boat can be warped up alongside.
Under similar circumstances the gangway being un-
shipped (River Plate, Canton River, &c.), a small hawser
may be carried around the ship outside all, the bight made
fast to the bowsprit cap. the ends reaching the water astern
and the hawser suspended on both sides from each lower
yard-arm by whips with bowline knots.
The hawser is triced up clear when not in use. and dropped
in good season as a boat rope for approaching boats.
In going alongside a ship riding to her anchor, or under-
way, round to so that bow of the boat will be in the same
direction as the ship's head.
But if a vessel is moored head and stern, approach her
by rounding to head to the current
BOATS. 1 77
THE DISPOSITION AND USES OF MEN-OF-WAR BOATS.
A battleship of the Massachusett's class, carries thirteen
boats. When at sea they are stowed in cradles on skid
beams on the bridge deck. Some of the smaller boats are
carried in the larger ones. Two whale boats are carried at
davits and are used for life-boats. A sufficient numbei- of
port davits are' fitted to accommodate the boats when the
vessel is at anchor. The boats are as follows:
One 36-foot steam cutter.
One 33-foot steam cutter.
Two 33-foot sailing launches.
Three 28-foot cutters.
One 24-foot cutter.
Two 2()-foot dinghies.
One 30-foot whale boat gig.
Two 29-foot whale boats.
A smaller vessel carries a less number. Flagships carry
a barge.
The steam launch is used in towing, transporting stores
and for passengers.
The sailing launch and the larger cutters are employed
in all heavy work, carrying out anchors, watering and pro-
visioning snip.
Barges are for the use of flag officers, and are supplied
only to flag-ships.
Gigs are for the use of commanding oflScers.
Wnaleboats are used as life-boats or for answering
signals. &c.
Dinghies are used in conveying stewards and servants,
• T for other light work.
The cutters not reserved as working boats are the " run-
ning boats" of the ship for transporting passengers and
other general duties.
In Port, nothing sooner indicates the order and
discipline of a man-of-war than the clean state and effi-
cient condition of her boats. The coxswains of the regu-
lar running boats for the day should clean and have them
ready for lowering at the proper time, usually at morning
colors.
When boats are lowered, they are hauled out and secured
to pendants at the lower booms, fenders out; gigs and
dingies are secured to the stem pendants.
Every boat when down should contain a boat-keeper —
the duty being taken by the members of the boat's crew in
turn. Usually in a cutter, the men who occupy the same
thwart are detailed for one day, the next thwart taking the
duty on the following day.
A boat-keeper is to keep his boat clear of others, to haul
178 BOATS.
M up to the boom for manning, and to haul forward clear
of the gangway when other boats come alongside or shove
off.
Boat-keepers rise and salute all commissioned officers
passing, leaving, or going on board the ship.
To Keep a boat clear of a ship when nding astern, let
her tow the boat-bucket.
In blowy weather heavy boats are moored at the boom
with a hawser led through a block on the boom to another
on the bowsprit, thence inboard. This relieves the spar of
much strain.
A launch may be hoisted out of water overnight or to
scrub her bottom, bv using the cat and a stout purchase to
the bowsprit. If hoisted for scrubbing, send the hands
under her in the catamaran.
The crews of running boats should wear their neckhand-
kerchiefs, shoes and cap-ribbons, and be mustered for in-
spection every morning oy the officer of the deck.
Boats should be manned from the booms or stem pend-
ants if moored there. Three minutes is a fair allowance
of time for manning a boat and bringing her to the gang-
way.
JDnties of a. Boat OlHcer. When ordered
to take charge of a boat, report promptly to the officer of
the deck, dressed in the uniform of the day, and with side
arms. If there is no midshipman of the quarter-deck, see
the boat lowered and mannea, or manned and dropped to
the gangway from the boom. See the crew in uniform,
coxswain in, oars up, blades fore-and-aft.
Receive your orders, and be sure that you understand
them perfectly before leaving the ship, and also assure
yourself that all necessary articles are in the boat.
Having received your orders get in the boat, shove off
and let fsill.
If going to another man-of-war use the port side, except
when there are commissioned officers in the boat, or when
the starboard ladder only is shipped. Salute the quarter-
deck on stepping over the gangway, and report to the
officer of the aeck. When ready to leave the snip, request
the officer of the deck to have your boat at the gangway,
instead of giving orders yourself. When your boat is ready,
report your departure.
If in a tideway, and likely to be detained on board for
some time, request permission for your boat to hang on at
the boom ; do not allow your men to come on board without
permission from the officer of the deck.
If advisable, for any reason, order the coxswain as you
leave the boat to shove off and lie off the ship.
Preserve silence and order at all times in your boat, see
that the men pull properly, or, if sailing, that the sails ard
handled in accordance with the foregoing instructions.
BOATS. 179
When a boat officer must be absent from his boat, he
should leave his coxswain in charge, with positive orders
concerning his duty.
f Pulling in for a landing among a crowd of boats, lay on
your oars at a reasonable distance from the wharf, instead
of boating your oars at the last moment. This leaves you
control of the boat, and you can back or give way as may
be needed to avoid collision, instead of dashing in, break-
ing oars and boat-hooks, and may be staving your own
boat. Boat the oars when no longer needed.
Make due allowance for the rate at which the tide is
going past a ship, or the rate at which she mav be moving,
when making for her. A current frequently sets close
.along the shore in the opposite direction to the one that
is going bv the ship ; and, therefore, a little judgment
may save a long pull. An inquiring boat officer will learn
more of the local tides and currentsl)y a chat with a water-
man than can be found in books ; and by observing the
manoeuvres of native boatmen much labor and risk may be
avoided.
When practicable alwavs keep out of the strength of a
Contrary tide. *
Avail yourself of every opportunity for steering by a
range, as there are many coxswains who cannot steer a
straight course athwart a strong tide.
If conveying on shore a person entitled to a salute, work
up ahead of the ship if practicable, lay on your oars, flow your
sheets, or stop the engine (as the case may be) at the first
gun, and proceed after the last gun is fired.
A boat officer has charge of the boat, but when carrying
commissioned officers the senior line offlicer has authority to
interfere, and if need be to take command.
Never attempt to cut across the bows of a boat contain-
ing commissioned officers. Be on the alert to give the
proper salutes to all officers in passing boats of whatever
nationality, and be particular that the coxswain salutes all
officers, and rises to salute the commissioned officers.
At night, in thick weather, or when far from land, do
not leave the ship without a compass ; and get the bearing
of the place to which you are bound before starting. Takt'
a bearing of your own ship also before losing sight of her.
It has been found very convenient to keep a supply box
always in each boat, containing a pistol, flash-pan, powder,
caps, a rocket and blue light, hatcnet and a few nails. &c.
(See Ordnance Manual. )
A boat officer is always supposed to have his watch and
boarding book at hand.
When ordered on boat duty, it is well to remember
your men's meal hours, either taking the provisions in the
boat, or warning the master-at-arms that the crew will be
absent.
1 80 BOATS.
m
Acquire the habit of sitting down in a boat, and tieVer
stand up to perform any work which may be done sit-
ting.
Always step at once into the 'midships of a boat in
getting into one^ and never on the gunwale.
The boat should be baled out. slings hooked, and other-
wise prepared for hoisting, before reaching the ship, if
intenaing to hook on.
In boarding a merchant vessel fill out the columns of
your boarding Dook. If sent on board a man-of-war to offer
services, &c., keep any information acquired for insertion
in your book after leaving the vessel.
Finally, bear in mind at all times the following points :
Keep a boat bows on to a heavy sea.
Never jamb a helm down too suddenly or too far.
Keep your weights amidships.
Never belaythe sheets.
Beingf To^wed toy a Vessel. If alongside,
have the tow-rope from as far forward as possible, never
make it fast, but toggle it with a stretcher to the forward
thwart, steadying it over the stem with the bight of your
painter, or pass it through the foremost rowlock on the side
nearest the ship. Fig. 407.
When towing astern, the closer the better. In casting
off, if there are other boats towing astern, either be dropped
clear of them all, with your tow-line, before letting go, Or
be handy with your oars to avoid getting ath wart-hawse of
some of them.
Do not permit other boats to hold on to a vessel by your
boat. Get more of your own tow-line, steady it over the
stem and stern with slip lines, and pass the end into the
next boat astern. Fig. 406.
n?o wing** In taking another boat in tow, pass clear
of her oars ; place yourself right ahead, exactly in line,
and give way the instant that you have hold of her painter.
Do not give another boat your painter until she is in line
ahead of your boat. Toggle the tow-line between the two
after thwarts with a stretcher. Toggle your own painter
to the forward thwart before giving it to a boat aiiead.
This saves the stem and stern-post. If you wish to turn
your boat's head, bear the tow-line over the quarter on that
side to which you desire to turn, for the helm will be of
little or no use.
In towing short round, do not attempt to turn before your
leaders are around.
The heaviest boats should always be nearest the tow.
Boats will tow with increased effect if weighted with
shot. A few lengths of stream chain is the quickest weig^ht
that can be passed in and out, besides being less damagmg
to the boat. Men in the stf^rn sheets will answer the same
])nri)()S(\
BOATS. ISl
Taking another boat in tow without delaying the duty
by fouling her oars, or the boat itself, is a very neat
performance, and when well done, betokens judgment and
iikill.
Tow spars by their smaller ends.
A steam-launch being frequently used in towing may be
fitted with a span of wire rope, the ends being secured to
either quarter and with a gooa-sized thimble in the bight tu
receive the tow-line. The steering is rendered much easier
by the use of this span. Never allow a boat with men in it
to be towed without some means of steering it.
Towingr I^ii*e Sliipn* oi- VeKj^elK on
I^ii'e. When boats are sent on this service, provide them
with a few lengths of small chain, to make fast to the burn-
ing vessel ; grapnels would do well to throw on board, and
then make fast the tow-rope to the chain of the grapnel, for
the boats to tow from. There are many instances of tow-
ropes and hawsers being burnt when employed on this ser-
vice, and other vessels much endangered from want of this
precaution. If hawsers are sent to oe made fast to a burn-
mg vessel, with the intention of wari)ing her clear of other
vessels, using a length of stream-chain cable for the bend*
ing end will be found much safer than trusting to rope
alone.
Bo£ii*diiig;' a "W^recls or* "Vewsel in a
Heavy Sea. Whenever practicable, a vessel, whether
stranded or afloat, should be boarded to leeward, as the
principal danger to be guarded against must be the collision
of the Doat against the vessel, or her swamping by the re-
bound of the sea, and the greater violence of the sea on
the windward side is much more likely to cause such acci-
dents.
In boarding a stranded vessel on the lee side, if broadside
to the sea, the chief danger to apprehend is the falling of
the masts or the destruction of the boat amongst the wreck-
age alongside. Under such circumstances it may be neces-
sary to take a wrecked crew into a life-boat from the bow or
stem.
Large life-boats used on flat shores or shoals, usually
anchor to windward in boarding a wreck, and veer down
from a safe distance until near enough to throw a line on
board.
In every case of boarding a wreck or a vessel at sea, it
is important that the lines by which a boat is made fast to
the vessel should be of sufficient length to allow of her
rising and falling freely with the sea, and everjr rope should
be kept in hand ready to cut or slip in a moment, if necessary.
On wrecked persons or other passengers being taken into a
boat in a sea-way, they should be placed on tne thwarts in
equal numbers on either side, and be made to sit down^ all
crowding and rushing headlong into the boat being pre-
182 BOATS.
vented as far as possible ; and the captain of the sh>p, if a
wreck, should be called on to remain on board her to pre-
serve order until every other person shall have left the snip.
An exception to the usual rule of boarding to leeward
occurs in the case of a vessel of very low free board, such
as small schooners, &c. Board such craft on the weather
quarter to avoid being stove by the vessel's main-boom,
or chains, &c.
AVai*piiigr» A warp is a rope or a hawser employed
occasionally to remove a snip from one place to another in
a port or river.
To warp a vessel is to change her situation by pulling
her from one part of a harbor to another, by means of
warps which are taken to other ships, buoys, or certain
stations on shore. The ship is then drawn forward to
those fixed points, either by pulling on the warp by hand,
or by application of some purchase, as a tackle, or cap-
stan.
Wet warps require careful seizing. Make four parts of
a spun-yam seizmg, take a round turn with the bight of
this round the standing part of the warps, then pass the
seiziAg (figure of eight fashion) round the hitcnes and
standing part, then cross opposite ways with two parts
each way, reeve the ends through the bights and drag all
the turns taut.
The quick way to run a short warp out, is for one boat to
run away with the end, and the others to pull in fore-and-
aft under the bights, as they are payed out at equal dis-
tances, according to the length of the warp and number of
boats, giving way the moment they have got hold.
In all cases when you take in the end of a warp, coil
enough of it forward so as to be able to make a bend the
instant your boat reaches the place where you wish to
make fast.
It is hardly possible to lay a heavy warp out without
floating its bight. If there is a chance of its being suddenly
tautened, hang it outside the boat instead of laying it fore
and aft amidships.
A. GriaeHw AVai*x>. To lay out a warp to wind-
wardy or against a tide, coil the whole warp in the boat,
pull to the place assigned, make fast and drop down to the
ship.
To lay out a warp to leeward, or with the tide. Take
most of the warp in tne boat, let the ship pay out more after
the boat has shoved off, until what is in the boat is suffi-
cient, then pay out from the boat to the make-fast. Which-
ever way it be, there is great judgment required in reserv-
ing a sufficiency of hawser in the boat to insure that she
will reach her destination, only paying out when certain of
doing so. It is from this necei^sity for judging the distance,
by the eye that we have the term "guess warp."
BOATS. 183
When you are given the end of a hawser to run out
which is not becketed, put a hitch on it and stop the end
down at once.
Kled.glnLg'. When the operation of warping is per-
formed by the ship's kedges, these, together with their
warps, are carried out in the boats alternately, towards the
place where the ship is endeavoring to arrive, so that when
she is drawn up close to one, another is carried out to a
sufficient distance ahead, and being sunk, serves to fix the
other warp, by which she may be further advanced ; the first
kedge is then weighed, sent ahead, and the operation re-
peated. This is conmionly called kedaing.
When great expedition is required, the boats should be
equally divided into two parties, the light boats towing the
larger containing the keage and hawsers. As soon as the
first kedge is let go and the ship started ahead, the other set
may "pay and go," so that when the first is at a ** short
stay," the second may be let go, and the ship thus kept
going^ continuously.
The evolution of kedgin^ was practised on board the
Constitution, during the exciting chase in which she escaped
from the British squadron, under Sir Philip Broke.
There are many cases when kedging might be necessary
to modem vessels if disabled or not under steam.
Cairying- Stores. When provisioning ship, be
careful with the oars, as the blades are easily ruined bv
throwing them on stones orty treading on them : keep all
casks *' Dung up," and leave space under the aiterthwart
for baling the boat out. Have tarpaulins for covering
bread or anything that will be injured by salt water. Sling
the midship casks as they are stowed. While loading, make
large allowance for the roughness of water you may have
to encounter.
Do not overload a boat, particularly with men or sand ;
the former mav be attended with loss of life ; in the latter
case, it must be remembered that sand is much lighter
when dry than wet. Be prepared to buoy treasure if
carried.
A laden boat carries her way longer than a light one,
therefore shorten sail or " way enough" in good time.
JBoa,tH ta.king' in water in l:>ixllc. The
launch, or largest boat you intend for the purpose of water-
ing, must be cleared of all her gear of every description ;
then tow or pull her to the watering place, wnere she must
be well washed out with water several times, until perfectly
clean ; when done, put the hose into the boat, and merely
leave a couple of hands to attend it until the boat is full ;
then, by a signal from the shore, or otherwise, send a boat to
tow her off to the ship ; pump the water out of the boat into
your tanks, and so on until you complete your water. If in
a river, pull the plug out and let her fill.
184 BOATS.
In watering from a spring, keep the end of the suction
hose in a tub, or have a rag around the strainer to keep out
gravel or sand.
Ha^iilin^ ixp l>oatH on wlioi'e. Before leav-
ing the ship, see the boat's anchor and a good luff tackle in
the boat. If it is a heavv boat, say a launch, take a couple
of stout towlines or small hawsers as well, with additional
tackles.
Run the boat's bow on to the beach, and let a few hands
on each quarter keep her in that position, by setting their
oars against the ground ; next, sweep her with a hawser,
and g^y it up at the stern to a proper height by several
turns of the painter ; to this hawser hook on the double
block of the tackle, the other end, or single block, being
overhauled to a proper lengthy and hooked to the boat's
anchor buried in the ground, with one hand on it to prevent
rising. Fig. 408.
Pass the bight of another hawser round the stem post,
and having guyed it up on each side to the gunwale, nook
on, on eacn side, a quarter tackle also, overhauled to a
proper length, and hooked at the other end where conve-
nient ; man these with the remaining hands ; then, having
placed rollers in succession to take the boat's forefoot and
keel, proceed to haul away. When up, the loose thwarts set
against the ground and wash-streak will keep her upright.
The loose thwarts should also be placed for the rollers to
roll on if the ground is soft.
Smaller boats do not require quarter tackles, and may be
hauled up by their crews if provided with rollers and tackle,
as descrioeci.
Boats that are being frequently hauled up and launched
should have a hole in the forefoot, through which a strap
for the tackle could reeve. When the tacKle is secured to
the boat at the top of her stem, it buries her gripe in the
mud.
To transport on land a moderate-sized boat, turn her bot-
tom up and shoulder her by the gunwales. A heavy boat
should not at any time be turned bottom up, on account of
the strain.
Having hauled up boats or small vessels on temporary
ways for repairing, remember that sea- weed is as good as
soap on the ways, m launching.
Jilml>£ii-lci]:ig' HGSL\ry A.i'ticlew. In the en-
tire absence of usual resources, great weights, such as a
gun for instance, may be got into a boat where there is
great rise and fall by filling the boat at low water with dun-
nage or sand, banking up an inclined plane with shingle,
rolling the gun into tne boat, clearing out the sand and.
waiting for the tide to float her off.
Get a boat under a low bridge, or under a weight that
cannot be raised high enough to clear the gunwale, by
BOATS. 185
taking the plug out ; then replacing it and pumping out the
water.
When weighing anything heavy over the stern of tho
launch, bear the rope amidships and ship the awning stan-
chion over it, the latter being fitted witn two legs, one on
either side of the stern roller. This will keep the rope from
flying over to the quarter and capsizing the boat.
Liiie-l>oatH« In men-of-war, aooat on each quarter
is desi^ated as a '* life-boat." These boats are fitted with a
detaching apparatus of some one of the pjattems described
below, and are otherwise prepared for immediate use at
sea, the other boats being topped up and more permanently
secured.
There is a life-boat's crew in each watch, composed of
the best seamen in it, and with plenty of supernumeraries
to supply the places of men aloft, at the wheel, or sick,
The coxswain of the life-boat's crew of the watch inspects
both life-boats at sundown, sees the plugs in, towline from
forward secured in place and clear, falls clear for running,
fripes ready for slipping, oars in place, steering-oar pointed
ut clear of the aiter block, bag of bread, breaker of water
and bucket (or bailer) in the boat, and a lighted boat com-
pass at hand abaft the wheel, in charge of cabin orderly, or
m some place well known to both crews.* He should report
to the omcer of the deck, ' ^ Life-boats clear and ready for
lowering."'
Being in charge of the life-boat when called away, see
Slug in and conipass in the boat, all the gear readv as above
escribed ; sena out all supernumeraries, slip the gripes,
stand by lever of detaching apparatus yourself, if worked in
the after part of the boat, otnerwise go to the steering-oar.
Caution the bowman, who may be looking out for the tow-
line, to keep clear of the forward block till detached.
Detach the boat in ^ood season; some forms of apparatus
will slip one fall at a time if the boat becomes partly water-
borne owing to delay at the lever.
The boat being unhooked, the boat-rope should have
drift enough to let you shoot out well clear of the side while
being towed. Take advantage of this to have every oar
rigged out and manned before letting go.
If the boat is sluggish in getting clear, shove her stern
out and cast oflE the towline ; the ship moving on, leaves you
head to sea ; out oars as speedily as possible.
If after a man overboard, let a cool hand watch the ship
for signals and steer accordingly. On reaching the man, if
he has the buoy and is not exhausted, round to head to
wind before picking him up. In any case, on approach-
ing him, trail as many oars as possible, and be careful how
the remaining ones are handled ; get the man aboard
forward if possible, then out oars, pull ahead, and take in
the buoy over the quarter.
1 86 BOATS.
Your vessel having run to leeward to pick you up. it will
be advisable in a heavv sea to tow the ouov on vour wav
back with a good scope, letting it act as a drag.
Pull up under the lee of the ship ; get your towline firsts
as previously described under "Hoisting." Bend your
line from the buoy to another line passed from aft, and let
the buoy be roused up to its proper place.
In hoisting let the men put their weights on the life-lines.
When hooked on, the boat is run up smartly and without
stopping, as the vessel rolls toward it.
when boats are suddenly lowered, in an emergency, it is
very often of the highest importance that they should be
provided with means of night-signalling, sounding, or
effecting temporary repairs. The boat boxes containinfi^
the necessary articles are now usually kept in the hold.
It would be better if essential articles were kept in a
small locker built in to the boat, as is the case in other
navies.
In referring to the above-mentioned boats as "life-
boats," the word is not to be understood in its literal
sense, as regular life-boats are not supplied to vessels of
the navy.
Small empty casks or breakers, tightlv bunged and
lashed beneath thd thwarts, would partially convert any
boat into a life-boat, by making it impossible for her to
founder.
Balsas, or life-rafts, are supplied to vessels of war — ^being
of different sizes and material, but similar in design. They
consist of two cylindrical-shaped air-chambers, pointed at
both ends, and supporting a platform, or raft. The air
cylinders are either of wood, or made of rubber covered
with canvas ; in smaller forms the air-chambers are some-
times of rubber, not covered. When the air-chambers are
of rubber the larger balsas are usually kept empty imtil
wanted, when the air-chambers are inflated by means of
a sort of bellows and tube.
A small form of wooden balsa is used throughout the
service as a catamaran, or boat for the side cleaners.
The small rubber balsas are excellent substitutes for life-
buoys, and in many ships are slung at the quarters for
that purpose. They can be used to carry lines astern or
ashore, in the case of a wreck.
HINTS FOR BOAT OFFICERS IN CHARGE OF STEAM
LAUNCHES.
The following Instructions for Working the Engines
of Steam Launches are introduced here, as the boat offi-
cer is not unfrequently thrown entirely on his own re-
sources. *
• From the " Sailors' Pocket Book," ' • '^aptain P. G. D. Bedford, R. N.
BOATS. 187
The engine should not be removed from the boat oftenep
than can be helped. The boiler of steam launches should
be lifted, examined at the bottom, and painted every
month.
See that the tanks, fitted for the purpose, are properly-
supplied with coal and fresh water.
The connection with propellers and water-tight joints
must be made good before leaving the ship.
Water is run into the boiler throurfi a nose by removing
one of the safety-valves. When the water is showing
from one-half to three-fourths up the gauge-glass, remove
the hose and replace the safety-valve. Great care must be
taken to see the valve and its seating perfectly clean before
the valve is replaced.
To ^Gtt up Steam. Put a surface of coal over
the fire-bars, shut the ash-pit door, and light up with wood
and coal at the front until a sufficient body of fire is
obtained to ignite the coal on the bars, when the fire may
be pushed back, and the ash-pit door opened.
When steam begins to show by the gauge, try the safety-
valves, and use the blast (if the steam be required in great
haste), until sufficient pressure be obtained.
The Boiler will require the most careful and con-
stant attention while steaming. When attainable, fresh
water should always be used.
From 40 to 50 lbs. of steam pressure is quite sufficient for
all ordinary service. Leaks about tubes and tube-plates are
most frequently caused by forced steaming.
The water snould never be allowed to go below the mark
of low level.
At high speed it is liable to show higher in the gauge-
glass than it really is.
The gauge-glass and gauge-cocks must be frequently
tried, the one being a check on the other.
The water moving in the glass with the movements of
the boat is a proof of the glass-gauge being correct.
Qare should be taken to prevent spray from striking the
gaut^e-glass, as it is very liable to break it.
Maintain a sufficient quantity of water in the boiler
and keep the feed-water supply as nearly constant as
possible. In the event of the water getting low the fire
must be checked as quickly as possible ; to effect this,
open the front connection door, shut the ash-pit door,
and throw on wet ashes. In an extreme case, draw the
fire.
^-tctirting the lEii^iie. Have every fractional
part of the engines carefully oiled, especially cylinders,
slide-valves, eccentrics, cranks, and thrust ; open the small
drain-cocks in connection with the cylinders and slide-
valves, to get rid of condensed water, and let them remain
open for a lew turns of the engines. The steam-valve may
188 BOATS.
be left a little open while steam is getting up, to warm the
engine.
Starting ahead or astern is effected by link-motion, and
requires no consideration after observing the movement of
the handle connected with the link.
Great care should be taken to admit the steam to the
engines gently at first, and get them up to their full speed
gradually.
S/uniiiii^* Attention to the engines is required in
preventing over-heating of working parts.
Any unusual noise must be quickly attended to, and
cause ascertained.
Sea- Water*. If obliged to use sea-water for the
feed, let the process of blowing-off be as constant and con-
tinuous as possible.
l^^ii^ing-. The firing must be careful, and frequent,
in just sufficient quantity to keep the fire-bars properly
covered ; attention to this will go far to prevent prim-
ing.
Keep the steam at a regular pressure, and the fire-
bars free from clinkers by hooking them out as soon as
formed.
The tubes, fire-box, smoke-box, and the space at the
back of the fire-bridge should be kept free and clean ; this
must be done as opportunity offers.
If the screw of a steam-launch is taken off for the pur-
pose of her being used as a sailing-boat, the brass busnes,
usually providea for the purpose, should be put on the end
of the shaft (first coating them with white lead and tallow),
in order to prevent them from the rapid galvanic action
which takes place by their close proximity to the copper
sheathing on the boat's bottom. If no Dushes are pro-
vided, the end of the shaft should be lapped round with
spun-yarn well saturated with stiff white lead and tal-
low.
A steam-launch should not be driven at high speed in a
seaway, and her outfit should always include a few oars and
thole-pins, for use in case of accident to the machinery,
also life preservers ; especially in iron launches.
Jumpinof l^ooms. Steam-launches are cobci-
monly fitted with apparatus for spar-torpedoes, supplied
and described by the Ordnance Bureau. To enable such
torpedo boats to clear obstructions in the form of booms,
the fittinss shown in Fi^. 398, Plate 82," have been success-
full} usea, the object being to give the bows of the boats an
upward slant on striking the boom, which enables them to
jump it. The engine should be stopped on striking the
boom, and until it is cleared.
The form of the skeleton frame fitted forward is, of
course subject to variation, depending on the shape of the
stem.
15
Plate 86
JH6.410
Fig.'lll
I
B
T
JErig.4.1S
Tnig.413
BOATS. ISi)
WOOD'S BOAT DETACHING APPARATUS. (Pi^tb 86.)
This device consists of two slotted, hinged links, A A,
whose pivoting ends are secured in or near the stem and
stem of the boat. The movable ends of these links are
held in a fixed position, when necessary, by lengths of
small chain, which are joined by a slip hook d. A tripping
link, E, holds the slip-hook closed. By pulling upon the
Laniard, L, the slip-hook may be released, the hinged links,
A, A, turn upward, and the falls, F F, are detached. Figs.
410 and 411.
The lower blocks of the falls are fitted with ball toggles,
adjusted to enter the slots in the links A A. When a fall is
hooked on, the tumbler, X, under the hinge, A, closes the
slot and prevents accidental unhooking, whether in the case
of one end of the boat being lifted by a sea in lowering, or
before the falls have been set taut in hoisting.
The tumbler, X, is free to turn back to aflow the toggle,
F, to pass into place in hooking on, but it is then brought
back inunediately into place by the counter-balance on its
lower end.
The ball* toggles, F, may be either moused on old style of
hooks, or the hooks may be removed and the toggles fitted
to their places on the block-straps.
The rollers, B B, are made smaller than shown in the
plate, which represents the apparatus fitted with fiexible
wire pendants, for which smaU chain is now substituted.
The enlarged figures, 412 and 413, show how the appara-
tus is now fitted in boats hung by the extremities, or from
points nearer the centre of the boat.
In Fig. 412, y is an eyebolt for the boat's painter.
In Fig. 413 it is desirable, when possible, that the head
of the stanchion, S, should be steadied against a thwart in
the bow or stem sheets.
After the apparatus is fitted in the boat, the chain is
taken up to the proper length and cut at Z, and the long
link welded in permanently.
It should be remembered that the chain must always be
set taut, and only then is the boat ready for hooking on.
Either fall can be hooked independently.
The laniard used for tripping the slip-hook should also
be used as a preventer when the boat is hoisted, by hitching
it forward around the chain, or thwart, or other convenient
place.
To Hio^wer And Detach ^^^lien tlie
HocLt is reported, ready. When the crew, cox-
swain and officer are in the boat, and after one of the stroke
oarsmen has cast loose the laniard, and handed it to the
officer in charge, the officer of the deck gives the order to
"lower away. As soon as the boat is near enough the
190 BOATS.
water, say about two feet, the person holding the end of the
laniard gives a quick jerk, and thus freeing the ends of the
chain, they slack and allow the links to rise and the toggles
to escape simultaneously.
In case the ship is rolling heavily very little lowering
will be necessary, as the boat can be detached as she rolls
toward the water, and will be clear of the ship before the
return roll.
To Hook on the Boat* As soon as the boat is
clear of the ship one of the stroke oarsmen brings the ends
of the chain together, ref astens the sliphook and hitches the
laniard forward as a securing.
The boat is then ready for hooking on when she returns
to the ship, after having completed her trip.
When she comes alongside, the man in the bow gets the
forward fall and sticks the toggle into the large part of the
link and pushes it up beyond the tumbler. The man in the
stern does the same, and as the falls are set taut on deck,
they slue the turns out of the falls, the toggles acting as
swivels. Figs. 400 and 4()0 a, Plate 85, represents Brown's
detaching apparatus.
ON THE MANAGEMENT OF OPEN ROWING-BOATS
IN A SURF.*
!• R/Ovi^irigr to S€*a.^vai*cl« As a general rule,
speed must be given to a boat rowing against a heavy surf.
Indeed, under some circumstances, her safety will depend
on the utmost possible speed being attained on meeting a
sea. For if the sea be really heavy, and the wind blowing
a hard, on-shore gale, an approaching heavy sea may carry
the boat away on its front, and turn it broadside on, or up-
end it. A boat's only chance in such a case, is to obtain
such way as shall enable her to pass, end on, through the
crest of the sea, and leave it as soon as possible behind her.
If there be a rather heavy surf, but no wind, or the wind off
shore and opposed to the surf, as is often the case, a boat
might be propelled so rapidly through it that her bow would
fall more suddenly and heavily after topping the sea than
if her way had been checked.
It may also happen that, by careful management, a boat
may be made to avoid the sea, so that each wave may break
ahead of her, which may be the only chance of safety in a
small boat ; but if the shore be flat, and the broken water
extend to a great distance from it. this wi?l often be impos-
sible.
The following general rules for rowing to seaward may
therefore be relied on :
* From a pamphlet of the National Life-boat Institution.
BOATS. 191
I. If sufficient command can be kept over a boat by the
skill of those on board her, avoid the sea if possible, so as
not to meet it at the moment of its breaking or curling over.
II. Against a head gale and heavy surf, get all possible
speed on a boat on the approach of every sea which cannot
be avoided.
III. If more speed can be given to a boat than is suffici-
ent to prevent her being carried back by a surf, her way may
be checked on its approach, which will give her an easier
passage over it.
II. H.xi.miiiig' l>efV>re a. Brolcen Sea.9 oi*
Surf, to tlie Shore (Flat Ueach). The one
great danger, when running before a broken sea, is that of
broach ing-to. To that peculiar effect of the sea, so fre-
quently destructive of numan life, the utmost attention
must be directed.
The cause of a boat's broaching-to when running before
a broken sea or surf is, that her own motion, being in the
same direction as that of the sea, she opposes no resistance
to it, but is carried before it. Thus, if a boat be running
bow on to the shore, and her stern to the sea, the first effect of
a surf or roller, on its overtaking her, is to throw up the stern,
and, as a consequence, to depress the bow ; if she then have
sufficient inertia (which will be proportional to weight) to
allow the sea to pass her, she will in succession pass through
the descending, the horizontal, and the ascending positions,
as the crest of the wave passes successively her stern, her
midships, and her bow, in the reverse order in which the
same positions occur to a boat propelled to seaward against
a surf. This may be defined as the safe mode of running
before a broken sea.
But if a boat, on being overtaken by a heavy surf, has
not sufficient inertia to allow it to pass her, the first of the
three positions alone occurs — her stern is raised high in the
air. and the wave carries the boat before it, on its front or
unsafe side, the bow deeply immersed in the hollow of the
sea, where the water, being stationary, or ccmiparatively so,
offers a resistance, while the crest of the sea, having the
actual motion which causes it to break, forces onward the
rear end of the boat. A boat will, in this position, sometimes,
aided by careful oar-steerage, run a considerable distance
until the wave has broken and expended itself. But it will
often happen that, if the bow be low, it will be driven under
water, when, the buoyancy being lost forward, while the sea
presses on the stern, the boat will be thrown end over end.
Or if the bow be high, or protected by a bow air-chamber, so
that it does not become submerged, the resistance forwanl
acting on one bow will slightly turn the boat's head, and the
force of the surf being transferred to the opposite quarter,
11>2 BOATS.
she will in a moment be turned broadside to the sea, and be
thrown by it on her beam ends, or altogether capsized. It
is in this manner that most boats are upset in a surf, espe-
cially on flat coasts.
Hence it follows that the management of a boat when
landing through a heavy surf, must stop her progress shore-
ward at the moment of her being overtaken by a heavy sea,
and enable it to pass her. There are different ways of effect-
ing this object: —
Ist. By turning a boat's head to the sea before entering
the broken water, and then backing in stern foremost, pull-
ing a few strokes ahead to meet each heavy sea, and then
again backing astern. If a sea be really heavy and a boat
small, this i)lan will be generally the safest.
2d. If rowing to shore with the stern to seaward, by
backing all the oars on the approach of a heavy sea, and
rowing ahead again as soon as it has passed to the bow of
the boat, thus rowing in on the back of the wave; or, as is
practised in some life-boats, placing the after-oarsmen, with
their faces forward, and making them row back at each sea
on its approach.
• '^d. If rowed in bow foremost, by towing astern a pig of
ballast or large stone, or a large basket, or a canvas bag
termed a ''drogue" or drag, made for the purpose, the ob-
ject of each being to hold the boat's stern back and prevent
her being turned broadside to the sea or broaching-to.
A boat's sail bent to a yard, loosed and towed astern, the
yard being attached to a line capable of being veered, hauled,
or let go, will act in some measure as a drag, and will tend
much to break the force of the sea immediately astern of the
boat.
Heavy weights should be kept out of the extreme ends of
a boat; but when rowing before a heavy sea, the best trim
is deepest by tlie stern, which prevents the stern being rea<l-
ilv beaten off bv the sea.
A boat should be steered bv an oar over the stern or on
one quarter when running ]>efore a sea.
The following general rules may, therefore, be depended
on when running before, or attempting to land, through a
lieavy surf or broken water : —
I. As far as possible avoid each sea by placing the boat
where the sea will break ahead of her.
II. If the sea be very heavy, or if the boat be small, and
especially if she have a square stern, bring her bow round
to seaward and back her in, rowing ahead against each
heavy surf, sufficiently to allow it to pass the boat.
III. If it be considered safe to proceed to the shore bow
foremost, back the oars against each sea on its approach, so
as to stop the boat's way through the water as far as possi-
ble, and if there is a drag, or any other appliance in the boat
BOATS. 193
which may be used as one, tow it astern to aid in keepinji^
the boat stern on to the sea, which is the chief object in view.
rV. Bring the principal weights in the boat towards the
end that is to seaward ; but not to the extreme end.
V. If a boat worked by both sails and oars be running
under sail for the land through a heavy sea, her crew should,
unless the beach be quite steep, take down her masts antl
sails before entering the broken water, and take her to land
under oars alone, as above described. If she have sails only,
her sails should be much reduced, a half -lowered fore-sail
or other small head-sail being sufficient.
III. !Bea,e]i.iiig'9 oi* T^anclin^ tlii-oiig-li ai.
Hiirf. The running before a surf or broken sea, and tht»
bt»Jiching, or landing of a boat, are two distinct operations;
the management of boats, as above recommended, has ex-
clusive reference to running before a surf where the shore
is so flat that the broken water extends to some distance
from' the beach. On a very steep bea(^h, the first heavy fall
•)f broken water will be on the beach itself, while on some
very flat shores, there will be broken water extending four
€)r five miles from the land. The outermost line of broken
water, on a fiat shore, where the waves break in three or
four fathoms of water, is the heaviest, and tlierefore the*
most dangerous; and when it has been passed tlirough in
safety, the danger lessens as the water shoals, until, on
nearing the land, its force is spent and its powt r i.; hai miess.
As the character of the sea is quite different on steej) and
flat shores, so is the customary management of boats, on
landing, different in the two situations.
On the flat shore, whether a boat be run or backed in. she
is k »pt straight before, or end on to the sc»a until she is fairly
aground, when each surf takes her further in as it overtakes
lier, aided by the crew, who will then generally jump out to
lighten her, and drag her in by the sides. As above stated,
sail will, in this case, have been previously taken in, if set,
and the boat will have b(»en rowed or backed in by the oars
alone.
0\\ the other hand, on the steep be^tch it is the general
]>ractice, in a boat of any size, to sail right on to the beach,
and in the act of landing, whether under oars or sail, to turn
the boat's bow half round, toward the direction in which the
surf is running, so that she maybe thrown on her broadside
up the beach, where abundance of help is usually at hand
to haul her as quickly as possible out of the reach of trhe sea.
In such situations, we believe it is nowhere the practice to
back a boat in stern foremost under oars, but to row in un-
der full speed, as above described.
CHAPTER XIV.
Q ROUND-TACKLE.
ANCHORS, CHAINS, KTT.
The methods of handling anchors and chains, herein
described, are common to sailing vessels fitted with hand
capstans. Vessels of war of recent construction, are fitted
with steam capstans and windlasses : but as the same gen-
eral practice obtains in all, a description of each is deemed
unnecessary.
A^nchors. Although the general form of the anchor
has undergone but slight modification since the earliest
ages, yet there are. even at this late day, as many opinions
as authorities in regard to the best proportions and best
shape of the various parts.
Anchors are made of wrought iron and cast steel. Great
care is exercised in the quality of the steel used, and the
casting is very carefully annealed to give it the proper uni-
formity and toughness. Both kinds for the navy are made
at the Navy Yard, Boston, Mass.
Anchors are of two kinds — Solid, or ordinary, and Port-
able.
The Solid or ordinary anchors are those which have the
shank and arms wrought into one body, or mass, at the
crown of the anchor, Fig. 414, Plate 87.
The Portable anchors are those which admit of being
separated, and taken to pieces. Of this kind there are
many varieties.
Figs. 414 and 415 show the wooden-stocked and iron-
stocked anchor as commonly supplied to the service, the
former being at present reserved for permanent moorings,
iron-stocked ancliors being furnished exclusively on board
ship.
In Fig. 414 :
The shank is all that part extending in a straight line
from a to 6.
The square is that part of the shank which extends from
c to d, to which the siock is attached.
The arm is the part which extends from the throat (or
crutch) to the extreme end, from e to /, including the palm,
the point and the blade,
»04
Plate 87
SHg.^1^
QROUND-TACKLK. 195
The palm or Auke is the part of the axm, of a shield-like
form, from g to n, and constitutes the holding surface of the
anchor.
The point {pee or bill) is the part of the arm included
between the termination of the palm and the extreme end^
f rom / to h.
The blade is the part of the arm at the back of the palm
from i to k.
The crown is the external arch upon which the anchor
falls when let go in a vertical position, and may be said to
extend from k to A;'.
The ring (or jews-harp), o, is the appendage by which
the cable is attached to the anchor, by means of a shackle
on the end of the cable, caUed the anchor-shackle. The
last link of the chain, which is secured into this shackle by
a pin. is of peculiar form, and is called the club-link.
The stocky p, is the transverse beam which cants the
anchor when the arms fall in a horizontal instead of a ver-
tical position.
The throat of the arms is the curved part at c, where
the arms are joined to the shank.
All anchors and chains used in the navy are made at the
foundry in the navy-yard at Boston.
Iron Stoels:^. An iron stock is generally a round
bar of iron with a collar near the centre. It is put through
a hole in the square of the shank, the collar resting against
one side, and being kept there bv a forelock which passes
through the stock on the other side of the square. There is
a wasner between the f oreloc'k and the square.
• A. "Wooden Stoclc has generally a square sec-
tion tapering both ways towards the centre ; it is encircled
with iron hoops, and a square hole is cut in the centre to fit
it on the s<}uare of the shank. An improved plan is to make
it of two pieces, by cutting it lengthwise, and to forge pro-
jections from the square to be enclosed between the two
Earts of the stock and furnish large bearings ; the two
alves after being put on are hooped together.
Wooden stocks are made of oak, in two pieces left suffi-
ciently apart in the middle to give greater binding power to
the hoops, and to admit of their being driven up when the
wood shrinks, a precaution which should be adopted after
long exposure to a hot sun.
The following is taken from the Book of Allowances of
1881:
1. All anchors and kedges are to have iron stocks. The
weight of an iron stock is, as nearly as possible, one-fourth
of the anchor to which it belongs.
2. Bower and sheet anchors are to be alike in weight.
The weight of an anchor or kedge, as marked on it, being
inclusive of the bending-shackle and stock.
1 '^^ GROUXD-TACKLE.
3. Stream-anchors, in all cases, when allowed, are to be
about one-fourth the weight of the bower.
4. Kedges, when four are allowed; are to be, respectively,
about one-seventh, one-eighth, one-tenth, and one-four-
teenth the weight of the bower ; when three are allowed,
one-sixth, one-eighth, and one-tenth ; when two are allowed,
one- sixth and one-tenth ; and when one is allowed, one-
eighth.
5. Each boat of every vessel is allowed one anchor ; the
weight in pounds to be obtained by multiplying the square
of the extreme breadth by 1.2.
Froof of'^A^noliOfM. E^ch forging or casting
is slung in chains and raised to a height of 15 feet from the
ground to the lowest part of the forging as it hangs in the
slings. It is then dropped on ground of the hardness of a
good macadamized road. It is then lifted from the ground,
and hanging in the slings is well hammered over its parts
with a sledge hammer, weighing not less than seven pounds,
and it must give under this treatment such a clear ring in
all its parts as shall satisfy the inspectpor that the forging
is sound and without flaws existing either originally or de-
veloped as the result of these tests.
Many anchors are now fitted with a balancing band
around the shank at the centre of gravity of the entire
mass. A heavy link or shackle is secured to this band and
by hooking the cat block, or pendant*, into it the anchor is
lifted to the bill board, or the frame on which it is carritvl,
without using the fish.
I*<>i'tal>le A.iiclioi"H, The two arms of a portable
anchor, called flukes, are in most of them attached to the
shank by means of a pin through the centre of the flukes,
and through iaws forged on the end of the shank. The
flukes may eitner be kept firm by forging lugs on them to
embrace a shoulder on the shanl£, or thev may move around
the pin. In this case the extent of the motion may be
limited by a second pin through the shoulder, playing in a
long hole in the flukes, or simply by the bills coming in
contact with the shank. When the flukes are movable
they have to be so shaped that when the upper arm is
drawn as near the shanK as possible, the Qther fulflls the
proper conditions for holding. To force the arms to assume
this position, it is necessary to provide each of them with a
horn projecting outward just a Dove the palm. This forms
a secondary bill, which holds quick, and brings the arm in
a position to hold also. The two arms may be forged sepa-
rately, with a tenon at the end of each, by means of which
they are fastened to the shank, on which mortises are cut
to receive the tenons. Porter's anchor, as improved by
Trotman, and known now by the latter name, is of this
description ; see Fig. 416.
GROUND-TACKLE. 1 97
3i;artiii'.s ^neliors. Fig. 417. A form of patent
anchor supplied to some of the monitors, and specially
adapted for vessels which require a clear deck forward for
right ahead fire. Stock and nukes are in the same horizon-
tal plane when the anchor is laid flat, both flukes taking
the ground when the anchor is let go.
A later patent of this anchor is now extensively used.
The head has been enlarged, and so made that it acts as a
lever to the flukes and forces them to bite the ground.
Tlie iV£ixshLi*oom Anchor, is made without a
stock, by substituting for the arm a cap. or reversed cup,
called parachute, making the anchor represent a mush-
room. Fig. 420, Plate 89.
One great advantage possessed by this anchor is, that it
does not foul the chain, and for this reason it is used almost
exclusively for our light-ships.
A MUSHROOM consists of a heavy iron cup (the mush-
room anchor without the shank), having on its convex
surface a shackle. These are used for the anchoring of
buoys.
The principal qualities desirable in anchors are : strengtli
and holding properties. They should be so made as to biti*
quickly, cant easily, and of convenient form for stowing.
Anchors are brought oflf to the ship in lighters. Having
them under the bows, overhaul down the cat and fish, hook
on. cat and fish the anchor, passing the ring-stopper and
shank-painter^ and bend the buoy-rope if used. It is recom-
mendea to bend a stout hawser to the ring of the anchor,
in case of accident. It is also reconrmienaed to hook and
I mil up on the cat and fish together, for fear of injury to the
ighter.
The method of getting the waist anchor into its berth has
been given.
•JvLi^y A.iielioi"K. Having lost the heavy anchors,
a stream or kedge anchor and a gun may be combined, the
one giving weight and the other holding power, so as to
answer very well for a temporary anchor ; a spare anchor-
stock, fish, or any suitable spar being lashed across to serv^
as a stock, Fig. 418, Plate 89, At the trunnions would be
the best place for securing the stock, but it has been placed
clear, in the figure, to snow the manner of securing the
kedge and strap to which the chain shackles. A heavy
ancnor with a broken shank may be treated in the same
way.* This plan was suggested by Admiral Porter.
Quns are a resource, when without anchors. Haul a cable
from the hawse-hole along the side, by a warp from aft,
keeping it up with slip-ropes from the ports, and lash it to a
certain numoer of guns round their chase ; pass the end of
the breechings round the cable, and secure tnem on the top
of the gun ; heave all overboard together. In weighing
them, hoist them with the cat, as they reach the hawse-
108 GROUND-TACKLE.
hole, and take them in through the bow-port. Jury anchors
should be lowered to the bottom by slip-ropes,
IMitchelPs Scre^vir A-nclior, Fig. 419. These
are very powerful screws made use of for mooring purposes,
which, having a broad flange nearly four feet in diameter,
present a resistance, when entered into the ground, equal
to that of ten square feet. This is not only much greater
than that of an anchor, but is less liable to be fouled by
other ground tackle.
The chain is connected with a revolving collar. The
screwing down is effected by a key, which is placed piece
by piece as the screw is lowered ; the collar admitting of
the turning, without fouling the cable. When the screw
has been sunk to the desired depth, the key is removed.
The foundation for the lighthouse on Mapling Sands was
formed on pilings shod with these screws.
A. Sea .A^nclioi*. This anchor may frequentlv be
of the greatest possible use, and may be made in tie follow-
ing manner : Take three spare spars (topgallant studding-
sail booms will be suflSciently large), with these form a
triangle ; cut these spars to the required length, after cross-
lashing them well at each angle ; then make fast your
spans, one to each angle, so that they will bear an equal
strain when in the water ; but should your spars be weak,
jrou should always increase the number of spans accord-
ingly ; fill up the centre of the triangle with strong canvas,
having eyelet-holes round its sides, about three inches
apart, through which eyelet-holes attach the canvas securely
to the spars ; at the back of the canvas pass many turns of
inch or inch and a half rope, net fashion. A net would be
preferable to rope so expended. To the base of the triangle
attach a weight, or small anchor, supported in the centre of
the base by a span running from each of the lower angles.
To the first-mentioned span make fast the stream cable.
When everything is quite ready, hoist or put it overboard
from the place you think it will answer best. There is
every reason to believe that with this anchor under the
trough of the sea, and seventy or eighty fathoms of stream
cable out, a ship's drift would not be very great.
If a ship should approach the shore with this sea
anchor down, it would enable her to bring to with her
proper anchors much easier than if the sea anchor had
not been down. She might let go her proper anchor and
veer from the sea anchor, until she had sufficient cable
out, which would give her a much better chance of hold-
ing.
Another plan is to have two flat bars of iron, each in
length half the breadth of the vessel's midship beam,
riveted together in the middle by an iron saucer-headed
bolt, clinched at its point, that they may be swung parallel
to each other, for easy stowage. At each end of the bars
GROUND-TACKLE.
199
is a hole for a rope or swifter to pass through, which must
be hove tight to extend the bars at right angles. To this
swifter is marled a double or fourfold No. 1 canvas cloth, of
the same shape, and put on the side of the frame nearest
the ship when used. At equal distances in the bars are
holes to which is attached the bridle or crow's-foot for
bending the cable or hawser. Also have a ring at one of
the angles for a buoy-rope, which should be from ten to
twelve fathoms long. The buoy prevents the anchor from
sinking to the bottom, and facilitates getting it on board
again.
Another sea anchor is that suggested by Captain P.
Thompson, Examiner in Navigation for the Board of Trade,
England.
The cargo derrick of a merchant ship (or any suitable
spar of a vessel of war) and chain, together with the storm
stay-sail, ofifer the ready materials for constructing a sea
anchor in a steamer, as is shown in Fig. D.
D, the cargo derrick ; S, the sail bent to it : B, the bridle ;
and C, the cleat to keep that .end of the bridle touching it
in its place. The other end is kept fixed by the iron band on
that end of the spar.
Through the shackle of a large kedge-anchor the bight
of the derrick chain is hitched, and the two ends taken up
alongside of the after-leech and foot-rope and seized to them
at intervals of two feet, the ends of the chain are then
secured to the opposite ends of the spar.
On the other side the drag is snaked from chain to chain
with two-inch rope.
A chain is passed from the anchor stock to that part of
the bridle where the tow-rope is secured, the whole tning is
then complete.
Blockading vessels on an open and exposed coast have
used sea anchors with great advantage during bad weather.
200 GROUND-TACKLK.
Sea J^Lnelioi^feS, in the form of a cone, as now made
for vessels of the United States Navy : In the larger sizes, the
anchor is made of two thicknesses of No. 1 flax canvas with
3^^ inch tabling at base, roped with 2^ inch bolt rope, eyelets
worked every six inches to secure bolt rope to base roping or
bale which is of 3 J inch galvanized wire rope made in eight
sections. The ends of the eight sections of bale rope are
spliced around wire rope thimbles which are connected
with galvanized iron links, 8 inches long, thus making the
ring continuous, and allowing of easy folding for stowage.
The cone is roped, lengthwise, with :Ji inch bolt rope, the
eight parts forming an eye at the apex, while the other ends
having been securely hitched around the bale rope are
brought together around a large galvanized iron thimble at
Hi feet from the base of the cone into which the riding haw-
ser is bent. This is called the bridle. See Fig. 425, Plate 90.
The following sizes are fitted as above in eight sections
with diameters of bases 1(1, 15, and U feet, and heights of
cones respectively 10, 17J, and 10 feet.
The following sizes are fitted the same except that the
number of sections is six, bases 12, 11, 10, li, and 8 feet,
height of cone 14, 13, 12, 10, and 0 feet, bolt rope 3^ inch
and wire rope bale 3^ inch. The links and thimbles are
smaller.
The three smallest sizes are in four sections, canvas.
No. 2 flax, bolt rope 2 J inch, wire rope 22 inch and smaller
links and thimbles. These sizes are base, 7, 0, and 5 feet ;
cone, 8. 7, and (J feet.
The tripping line by means of which the anchor is hauled
on board is made fast to the eye at tlu* apex of the cone.
CABLES.
Cables for the navy are made at the Boston Navy-Yard.
An iron or steel rod of the requisite length and diameter is
shaped into a link and a stud put in, another piece of iron
of the same dimensions is put through the link just formed,
and shaped as before ; thus fifteen fathoms are made, when
a shackle is formed for connecting it to a second length,
and so on for one hundred and twenty fathoms, or the re-
quired length, when we have the anc^hor-shackle and club-
link.
The end links have no studs, in order to facilitate the
operation of shackling, but the wire of these links is made
the same diameter as the cable next in size.
It is customary now to connect the cable with the shackh^
and club link by means of an ordinary shackle and one
triplet * of chain. Fig. 438, Plate 1)5. This is done to avoid
* A Triplet. Usually, three links cut from a chain, for testing.
GROUND-TACKLK 2(>1
handling the heavier shackle at the anchor, leaving the
latter attached in bending and unbending.
When a length of chain is finished it is put into a
hydraulic testing machine and proved.
Swivels, ]M!£ii*k:s, &.c» All chain cables are
made with swivels at 7i, 37|, 82^, and 127^ fathoms, with
shackles at every 15 fathoms from the anchor. Were it
not for the swivels and studs the chain would get full of
kinks.
Shackles are put on so that the rounded part will be for-
ward.
The swivels, it has been found, injure the modern cap-
stans in passing around them, hence in many ships they are
placed in the first and last lengths only. Chain cables
should be marked as follows: at fifteen fathoms one turn
of wire around the stud of the first link forward and abaft
the first shackle, two turns of wire around the stud of the
second link forward and abaft the second shackle and so on.
Shackle I^olts are oblong in section and pass
through similarly shaped holes in the ends of the shackle.
They are kept from dropping out by a wooden pin that
passes through holes in the end of the shackle and. bolt. To
unshackle, strike the end of the bolt opposite the head a
sharp blow with a hammer, this breaks tne wooden pin and
the bolt comes out.
On account of the great strain tending to open the
shackle as it passes around the smaller barrel of the steam
windlass steel pins have been substituted in many cases for
the wooden ones.
In overhauling the chain cables, which should be fre-
quently and carefully done, the pins must be carefully ex-
amined and new ones put in where necessary. The turns
of wire marking the number of the sha(;kle should also be
examined, and renewed if required.
Gretting- Chains on lloai'cl. When lying
in the stream the chains are brought off in scows or
lighters, where they are ranged regularly in alternate
layers fore-and-aft and athwartships, and the bitter end be-
ing passed through one of the vacant hawse-holes they are
got on board and into the lockers by means of deck-tackles
and chain-hooks. When working "with the crew, men are
stationed to stow the chains ana are called tierers. The
cable is paid down a few links at a time, while the tierers
with cham-hooks and a hook-rope rove through a tail-block
at some convenient place above them, in the after part of
the locker, range the chain in regular fieets, using the hook-
rope to form the after bights.
Prior to the stowage of the chains, however, it becomes
necessary to secure the end below, as a preventive from
loss, in the event of being unable to check its outward
WZ GROUND-TACKLE.
passage in veering ; and perhaps the best method for
accomplishing this object is the following : Through a ring-
bolt in the keelson, Fig. 421, Plate 89, the end of the chain
is rove up to an iron roller, attached to a beam of the lower
deck, immediately above — ^the last link of the chain being
curved, in order to fit over a short perpendicular ann on
the surface of the roller, which is kept from turning by a
check-lever, c, having a small tackle attached, d the
event, then, of having to slip, it only becomes necessarv to
haul on the jigger, which permits a revolution of the roUer,
and disengages the link from the arm.
Or the bitter end may secure to a bolt overhead, as in
Fig. 422.
Another very good plan is to have the end secured with
a slip-stopper, Fig. 428 7>, Plate 91, the tongue of which may-
be lashea ao wn. But however the end may be secured, it
should not be at the bottom of the locker, but out clear where
it can be got at when required. This will enable a second
cable to be shackled to tne bitter end of the riding cable
without rousing the entire length out of the locker.
Should the ship be alongside the wharf, chain-shutes,
leading from the wharf through a port abreast the chain
pipes are used. The shute is a strongly -made wooden
trough, sufficiently wide and long for the purpose.
To Bend «. Oower- Cal>le. Keeve a ring-
rope through a sheave iu the cat-head, through the hawse-
hole, and bend it to the chain with a rolling-hitch a short
distance from the end, to which it must be stopped. Rouse
the chain out (using the fore-bowline as a hawse-rope if
convenient), and up to the cat-head, where the armorer
shackles it where it belongs. If the cat-head is far from
the bows, a slip-rope will be required to hang the cable
half-way.
To Bend a Slieet-Cable, Fig. 423, Plate 89,
the anchor being stowed in the waist. Stock the anchor
and lash a snatch-block to the upper arm. Reeve off a ring-
rope through the snatch block, taking one end in through
the sheet hawse-hole, and bend it to the chain, leaving end
enough for shackling.
Place two water-whips on the fore-yard, on the same side
as the chain. After the chain is roused out a certain dis-
tance by the ring-rope, clap one whip on the chain, and
when the first whip tends about up and down, clap on the
second whip. If necessary, fieet the first whip forward
again on the chain as more is paid out. The two whips
support the chain while it is being hauled aft.
Slip-ropes having been previously pointed over the side,
their outboard ends are picked up and passed inboard after
the chain has been shackled, to light up the chain fair for
seizing to the side-bolts. If the slip ropes are passed for a full
GROUND-TACKLE. 203
due before the chain has been roused aft and relied upon to
sustain the chain, they will make the work much heavier,
When the chain is shackled, clap on a back tackle, in
wake of the back-lashing bolt, which is a short distance be-
low the ring of the anchor and in line with the side-bolts,
though heavier. Rouse the bight into place, pass the back-
lashine * and tauten the chain along tne side by clapping
on a deck-tackle inboard. Pass the seizings to the side-
bolts, lighting up the chain with the slip-ropes, then un-
reeve the slip-ropes, unhook the yard-whips and finally the
back-tackle. When the sheet anchors are carried just abaft
the bowers, as on board ships of recent build, the chains
are bent in the same manner as the bower chains.
The sheet-chain should always be bent after the second
bower has been let go, if not previously done. Having bent
it and secured it to the side, as described, it is not unusual
to stopper it inboard, unshackle, leaving the end forward,
and paying the balance of the chain below into the locker,
until required.
The length of chain left bent to the anchor is called a
ganger.
A. Grang-ei* is any comparatively short length of
chain, such as the one above d!escribed, or the length of
cat-chain used in catting the anchors of ram-bowed vessels,
as mentioned further on.
To I3itt a Ohctin Cable, Fig. 424, Plate 90.
Immediately over the bitt-head is placed an eye-bolt, to
which is hooked a single block, having a hook-rope rove
through it. Sufficient slack chain having being roused up,
hook on to a bight and pull it up abaft and over the bitt-
head ; form a cuckold's neck in it, so that the part leading
from aft shall rest on top of the cavil and outside the bitt-
head, the running part being inside and leading down
under the cavil ana so forward : shove the bight thus
formed over the bitt-head, slack down the hook rope and
it will fall in its place. Now rouse the chain taut along
the deck and pay tne slack down into the locker.
To "Weatlier-liitt a Cal3le is to take an
additional turn with it around the cavil or bitt-head.
To Unbitt, as when getting under-way, screw
down the "Mix" stopper, or put on any adequate stopper
forward of the bitts, take off the deck-stoppers, bend on a
hook-rope, rouse up enough slack from aft, and unbitt.
To XS.ang'e a CJliaiix Cable, Fig. 424. Bend
on a hook-rope or a chain whip, according to the size of the
chain, rouse up the requisite quantity, and range by placing
it in parallel lines called fleets, fore and aft the deck be-
tween the bitts and the chain pipes, observing to let the
* In prepariDj^ to let go a waist anchor do not forget to cut the back-Ushing.
Also called an ewow lashing.
204 GROUND-TACKLE.
part leading from the bitts, the running part, be outside of
all, that from the chain pipe being inside; for were it re-
versed, the chain running out would find the last fleet
forming a curve from the bitts, out towards the ship's side,
and in again to the chain pipes, and as the strain came on
it, it would sweep with immense force amidships, injuring
anything that might be in its way, at any rate giving a
violent surge.
Chains are rarely ranged, at present, for anv consider-
able length. If too much chain is ranged it is litely to pay
down over, and foul, the anchor.
When the anchor is let go suddenly, while headway
is still on, to avoid danger, for example, or when anchor-
ing in a strong tide, or fresh breeze, the chain will soon
acquire very great velocity, and if permitted to run too
much at a time it will be found almost impossible to
check ; therefore but few fathoms should be veered at a
time, checking it with the compressor before getting too
much headway.
STOPPERS.
13eclc Stoppei-H, Fig. 427, Plate 91 were formerly
made of plain-laid rope, one fathom in length, when fitted,
and in size one-half that of the cable on which they were
applied. In one end is spliced a hook and thimble, or
thimble alone, which is hooked or shackled to the stopper
ring-bolts in the deck; in the. other end is formed a stopper
knot, with a laniard one-third the size of the stopper, at-
tached with a running eye around the stopper close to the
knot. The laniard is passed from inboard outboard, the
stopper lying inboard of the chain, working aft from the
knot, leaving a fathom of the end to worm forward on the
cable ; the end is then secured by passing the tails around
the links.
Deck stoppers are sometimes fitted of chain, with a
devil's claw, large enough to receive one of the links of the
cable, over which it is placed, and retained by a small iron
pin, running through both parts of the claw. In the other
extremity a slip-hook and ring are attached, by which it is
secured to the stopper-bolts of the deck. Fig. 428. The
length is about four feet and a half, and the size depends
upon the class of vessel for which it is required.
For wire-rope deck stopper see Fig. 50, Plate 15. The
laniard is passed in the same way. Wire-rope deck stoppers
are the only kind supplied at present.
H/ingr Stopper's are very useful and neat. The
bights are passed over the cable abaft the ring-bolt, both
ends are rove through the ring, and dogged around the
cable forward of the bolts; the ends may be tapered, coach-
GROUND-TACKLE. 205
whipped, and laid up in a square sennit. Fig. 429, Plate 91,
shows a ring-stopper of plain-laid rope.
The ring-stopper above described for securing cables
must not be confounded with the rin^-stopper used to
secure the ring of the anchor at the cathead.
Bitt Stoi>pei-. Fitted similar to the ring stopper,
ends coach- whipped, &c.,the bight going over the bitt in-
stead of through a ring-bolt in the deck.
Check Stoppers are small strands of old rope
which secure -the cable to the ring-bolts in the deck, and,
parting as the strain comes on tnem, check the cable in
running out.
The Slip-Stopper, Fig. 42K (a and 6), Plate 91.
This is fitted with a crane-hook and shackle, and is found
very convenient when working cables, as in clearing hawse,
surging, &c.
]\i;ix'>^ Stopper consists of an iron casting like a
hawse-pipe, set in a strong oak frame-work on the after-
part of the manger. A thick and strong slab of iron,
scored out on the under part to -admit a vertical link of the
chain, moves up and down in a groove, in the after-part of
the frame- work, by means of a screw placed vertically over
it. This stopper is exceedingly convenient, but the ship is
never allowea to ride by it. The controller replaces it in
modem ships.
ITig-litiiigr Stoppers. Though not belonging to
this portion of the work, we may mention here Jightiuf/-
stoppers. These are kept at hand, ready for use at any
time, particularly when going into action. They consist of
a pair of dead-eyes or buirs-eyes, rope-strapped, with tails,
and a laniard rove. Fig. 431, Plate 93.
Each end of the laniard is fitted with a bight, so that a
jigger may be hooked into either end, the other end becom-
ing a standing part.
Stoppers with which to hold on, while hauling taut
a brace, sheet, or other rope, are fitted with a hook and
thimble at one end, or they are otherwise secured to eve, or
ring bolts near the rope for which they are required. In
using them a half -hitch is formed around the rope, which
after the rope is hauled taut through it, is jambea, and the
tail wormed along in the lay of the rope ; this will hold it
while being belayed. Fig. 74, Plate 10.
Iron Compile SHors are used generally under the
chain pipes. They check the chain with certainty, and are
easy to handle.
iron compressors are of various kinds. The oldest and
best-known pattern is that of the curved iron arm, one end
of which works on*a pivot-bolt, so as to permit the curve to
sweep the lower orince of the chain-pipe. The other ex-
tremity has an eye formed in it, to which is hooked a small
tackle. When veering, if the order is given to haul to the
5J06 GROUND-TACKLE.
compressor, the tackle is hauled upon by the men stationed
there, and the chain is compressed by the iron arm against
the side of the chain-pipe.
Plate 92, Fig. 430, shows the elevation of the compressor,
in which
a is the chain-pipe.
6, chock let down through the deck (c) to the beams d d.
g, bent lever pivoting on bolt /, which, bv the use of
a tackle, is made to nip the chain against tne pipe and
beam. The cable has been found to force down the com-
pressor and the bolt (/), which has caused the introduction
of the strap (e).
m, cartings let down between the beams to form a bed
for the iron pipe (a).
The plan represents (Fig. 430 6), the underside of the
deck and beams ; fc, head of bolt (/ of elevation), on which
the compressor revolves.
A, a fan or balancing arm worked in the compressor to
assist the strap (e) in keeping the compressor in place.
i, an iron plate on the under side of the beam to form a
hard surface for the fan to work upon.
A. Coiiti^oUer (Fi^. 441) is a cast-iron block having
a swallow in its upper side in the shape of a link of the chain
cable. Controllers are bolted to the deck, forward of the
bitts, and also in large ships forward of the chain locker
pipe. The cable, while Ivmg in the controller, tends of
itself, to drop into the hollow slot, and while there is held
by one of its links, which lies flat in the hollow, but at the
bottom of the hollow is a jog or short lever arm, which can
be raised by a longer lever, and so lift the cable out of the
slot when it runs out, imtil the lever is let go and the jog
dropped.
To g"^^ tlie A.iicliors olFthe 1>o>vh« Bend
the chains first, hook the stock-tackle to a strap around the
upper arm of the stock and to a bolt on the opposite side of
the forecastle, and haul it taut.
Hook the bill-tackle to a strap around the inner arm of
the anchor and to a bolt across the deck, setting it taut
also.
The stock and bill-tackles are stout luffs.
Single the shank painter, and secure it at the mark
where it is to be when the anchor is ready for letting go.
Come up the shank, stock, and ring lashings, or ring rope,
pry the anchor off the bill-board with the anchor bar, easing
away the stock and bill-tackles as necessary.
Tiie ring-stopper, which holds the ring of the anchor to
the cathead, is not touched.
A fore-and-aft tackle on the pee of the anchor keeps it
from scending forward while getting it off the bows.
To let g-o an A^nchoi*. The anchor being off the
bows, with chain bitted (bitt pin in) and clear for running,
GROUND-TACKLE. 207
is held in place by the ring stopper and shank painter. Vig.
436, Plate 94.
The former, which is of chain, passes through the ring
of the anchor, and the last link is placed over a hinged
tumbler on the cathead, maintained in an upright position
by means of a hook-lever extending across tne cathead, a,
llg. 436. The shank painter secures in a similar manner
at the bill port. To each of these a trigger may be attached,
as in Fig. 432, Plate 03, fitted with a small bar leading to
the arms of a swivel, worked by a lever shipped in the
mortice c. Hauling on the lever disengages both stoppers
at the same instant. Or the levers holding the hinged
tumblers, a. Fig. 436, are knocked out of position by men
stationed for the purpose, at the order, ^'Let go the star-
board {OT port) anchor I"
In either case remove first the safety-pin, b, Fiff. 436.
The order for letting go is always preceded by the
caution, ^^ stand clear of the starboard (or port) chain r^ and
sometimes by the order to " stream the buoy ! "
See hands stationed at the compressor, which is hove
back.
Before letting go anchors, it is frequently necessary to
run in the guns directly underneath them on the gun
deck.
To "bi'ing- a eliSLiii to tlie Capstan. Bouse
up enough slack from the locker to unbitt, having the chain
well secured forward of the bitts.
When unbitted, haul the bight of the chain around the
rollers placed so as to give the chain a fair lead from the
hawse pipe to the capstan ; thence about half way around
the same in the score of the ribs, or wildcat, and back
around similar rollers to the chain pipe. With the steam
windlass, the chain is always brought to. Try the engines
to see if in working-order. The chain can be held by lock-
ing the wildcat and applying the brake.
To heave up an A^nchor. The capstan being-
rigged, capstan bars shipped and swiftered in, tne cable is
stoppered before all, then unbitted and ''broitght to'' the
capstan.
Man the bars! Heave taut/ Take off the stoppers and
Heave around ! As the cable comes above the water, if
muddy, it is cleaned with a hose led from the head pump.
Sand the deck if necessary, in case the chain is very
muddy, to prevent the men from slipping.
By the capstan are stationed the gunner's gang, with
chain hooks, to light the slack chain around the rollers and
toward the chain pipe ; some hands are also provided with
pinch bars to knock the links out from the ribs or wildcat
of the capstan if they jam, as is sometimes the case.
*^08 GROrXD-TACKLK.
The cable as it comes in is paid below, or ranged readv
for running.
When a vessel has two anchors down, in heaving in on
one cable, it becomes necessary to ** veer to" on the other.
To do this, if the veering cable is the weather one and in a
stiff breeze, veer around the bitts, takinc^ off the forward
stoppers and slacking the laniards of tne after ones, or
taking off all stoppers and tending the controller and com-
pressors.
But if the veering cable be the lee one, it may be pre-
viously unbitted, ana veered from the locker.
When all the slack cable is hove in and the chain leads
right up and down from the hawse-hole to the anchor, the
officer of the forecastle reports, Up and down, sir I When
not quite up and down, if circumstances seem to require it,
he may report, Short stay, sir!
A cable is said to tend in a certain direction : thus the
cable *Hends broad off the starboard bow ;" and when this
occurs so as to make a short nip of the chain, and cause a
heavy heave, it should be reported, as a change of the
wheel, or in the disposition of the sail, or a turn back with
the engine (as when on a windward tide the ship has over-
run her cham), may bring it to tend right ahead and ease
the strain on the capstan.
When the anchor is clear of the ground, report Anchxyr'
is aweigh ! and when the stock is visible, Anchor in sight!
Clear {or foul) anchor !
And when it is up high enough for catting — The anchor
is up, sir ! Or direct the boatswain to pipe, Belay ! The
order from the quarter-deck will then be. Hook the cat!
Fig. 437, Plate 05.
The cat having been previously overhauled down, the
block is hooked to the ring of the anchor by a hand on the
stock aided by the cat-back. When hooked, set well taut
on the cat-fall, and caution them on the gun-deck to be
ready for surging the chain ; then report. All hooked with
the cat ! As soon as this is made known, the order is given,
Haul taut ! Walk away with the cat ! The chain is
surged* and the anchor walked up to the cat-head; at the
proper time the boatswain pipes belay, when the order is
given to Hook the fish! As soon as the cat is up the ring-
stopper is passed. When the fish is reported. Haul taut!
Walk away with the fish I and when the fish is belayed,
pass the shank painter.
SiTi'gring' tlie Chain. When, as very frequently
occurs on heaving in, the chain comes in muddy, it must be
ranged on deck instead of paying it below in the lockers;
thus fifteen, twenty, or more fathoms of chain may accumu-
* The proper order is: ''Surge the chain!" It is a common mistake to give
the order: " Veer the chaiji!'' which is quite another thing.
Plate 93
Fi%.434-
GROUND-TACKLE. 209
late on the deck. Now when the order is given to surge,
the controller is hove up and the anchor swings to the cat.
Should the cat-fall part at this time, or other similar accident
happen, the anchor would go down, carrying with it the en-
tire range of chain; and if on board a steamer she may, by
that time, be going ahead under a full head of steam. There-
fore, in place of relying entirely on any form of controller,
clap a stopper on the chain, allowing a fathom or so of
slack for cattinj^. For this purpose an iron nipper securing
the cable to a rin^-bolt, or a slip-stopper, is very convenient.
This precaution insures you against accident, and very
little practice serves to enable one to stopper at the proper
link to give slack chain enough to allow the anchor to go to
the cat-nead.
Cat-F^alls. Begin with the standing part and reeve
the end down through the forward sheave oi the cat-head,
through the forward sheave of the cat-block, placed so that
the bill of the hook will point inboard, and so continue till
rove full, when timber-hitch the end around the cat-head.
In lar^e ships it is found convenient to place the block in
the bndle-port for reeving the fall, after which round it up
and trice back the hook, if not wanted immediately.
Cat-BaeltH are temporary, and for the purpose of
facilitating the hooking of the cat. A small rope is rove
through a block tailed on to one of the fore-tack bumpkin
stays, or an eye-bolt conveniently placed over the bows, and
bent to a small eye-bolt or span on the forward cheek of the
cat-block, the fall leading inboard. Another one may be
bent to the back of the hook. With the assistance of these,
the cat is hooked.
A. Fisli-Bacls: is for the same purpose, and is bent
to an eye on the back of the hook.
A^nclior Ti-ip-liooli. Fig. 429& represents a sec-
tion of the trip-hook m use on board the Fish Commission
steamer Albatross, and is essentially the same as that gen-
erally used in the merchant marine. A, represents a link
whicn is made fast to the middle of the shank of the anchor,
the weight of which acts in the direction of the arrow.
From the figure, it will be seen that the weight presses the
hook, B, against the cam, C, which, in turn, is held in place
by the lever, D, the lever resting against the bolt, E.
The arrangement is attached to the lower block of the
anchor tackle by the pin, F, which allows it to swing
freely.
The tripping-line, G, is made fast on the forecastle, with
sufficient slack to allow the anchor to be lowered to the
desired i)oint for letting go.
To detach the anchor, slack away the tackle until the
tripping-line, Q, acts on the lever, D, releasing the hook, B,
and link, A.
The same style of trip-hook is also used in the place of
210 GROUND-TACKLE.
the cat-hook, where an anchor is catted and fished in the
ordinary way, so that the anchor may be let go from the
cat without waiting to pass the ring-stopper.
Fish I>avit. The present plan in the navy is to
have a boom which attaches to the forward part of the
foremast by a goose-neck. The boom is rigged as in Fig.
435, Plate 94.
A is the topping-lift, hooked to a band around the lower
mast, near the futxock-band.
B, the fish tackle.
C C, rays.
See also Fig. 437, Plate 95.
The hauling part of the fish-fall may either lead through
a sheave in the Doom, or a block on the boom, thence to a
block hooked to the mast-band, and on deck.
By this purchase (the fish) the flukes of the anchor are
raised until up to the bill-board, when the shank-painter is
passed. This is made of chain ; when passed, the chain
encloses the shank ; the end, rove through a ring in the side
or waterways, is belayed to an iron cleat at the side. The
shank-painter being secured, the purchase is unrigged, the
fish-davit taken inboard, and the anchor now hangs by the
ring-stopper and shank-painter, and is ready for letting
go.
If the shank-painter is eased oflf so that the anchor hangs
by the ring-stopper, it is then said to be cock-billed.
Iron fish-davits similar in form to boat-davits, and
stepped near the bill-board, have taken the place of the
wooden fish-boom. A similarly rigged boom, however, is
now fitted on all vessels not having yards.
Cattiiiof and Fisliing" a Sheet ^^nchor-
Stowed t^oi'^vai'd. Modern vessels have frequently
tw^o cat-heads, one abaft the other on each bow, the after
one for the sheet anchor. In catting the sheet, hook the
forward cat; surge, heave the stock clear of the water,
and hook on the after cat. If the fish-davit is not a mov-
able one, the fishing will have to be done with a tackle
from the fore-yard.
Chatting- ^^nehoi-ss; on I Joai*d ^i*iiioi»e<l
A"es!Kels. In ships built with rani-bows it is difficult to
heave the anchor up high enough to hoox the cat. That
difficulty is met by the use of a cut and ground chain, of
which the following is a description:
A length of small chain is shackled to the ring or bal-
ancing-band of the anchor and stopped along the first
length of the cable; this is called the (jvonnd chain. A
corresponding chain reeves through a block at the cat-head,
styled the cat chain. Before weighing, the lower end of
the cat chain is taken through the hawse-pipe, and when
the end of the ground chain is hove in, the cat and ground
chains are connected, the cat purc^hase (which hooks into
,S—. S^^-
(lookinq down)
GROUND-TACKLE. 211
the upper end of the cat chain) is manned and hauled taut ;
the bight of the small chain being eased out of the hawse-
pipe, ** Walk away with the cat I''
British turret ships are supplied with Martin's anchors,
which lie flat on the deck wnen stowed, stock and flukes
being then in the same horizontal plane.
To afford a right ahead, flre from the turret and avoid
unnecessary anchor gear, these anchors have at their
balancing point on the shank a shackle to which the ground
chain is attached.
A single iron davit with the cat chain rove and con-
nected (when the anchor is hove up) to the ground chain
places trie anchor horizontally in its position on the bow.
The davit works on a hinge at its case, and stows flat on
deck, a temporary derrick being rigged forward of the
foremast to raise tne davit when required.
To Secure a Bovver tox* Sea. Having
passed the ring-stopper and shank-painter, proceed to ring
up the anchor by swinging the flsh-boom to plumb the cat-
head, hooking the 'fish between the stock and ring and
pulling up on the flsh tackle. Take through the slack of
the ring-stopper, which is rove through a ring like the shank-
painter, ana secure it around its cleat for a full due. Hook
the stock and bill tackles as in getting the anchor off the
bow, haul on the stock tackle to bring the lower end of the
stock clear of the side ; then go to the bill-tackle and rouse
the anchor up on the bill-board, and so to each tackle
altematelv till the stock is up and down and the inner arm
lying on the bill-board, when the slack of the shank-painter
is taken through and the lashings passed. It is better to haul
alternately on the stock and bill tackles as described, as
this prevents the palm of the anchor coming in with a
surge, which would occur if the stock were hove up and
down at the flrst pull.
Should there be no fish-boom to ring up the anchor, reeve
a stout rope {not the cat-fall) through the sheaves of the
cat-head and the ring of the anchor, secure one end to the
cat-head, and clap a tackle on the other end.
If a lonff passage is contemplated, the chain is unbent
and stowea below when the ship is off soundings, and the
hawse-bucklers are closed and secured. Besides the ring-
stopper, a good lashing is passed through the ring and over
the cat-head, also one around the stock and through a ring
in the side.
Foul A.ncli.oi'. The question of clearing a foul
anchor is one which requires good judgment, and one in
which the circumstances may vary greatly. As good a
general rule as any is to hook the cat (if necessarv with a
strap) to whichever end of the anchor is first signted. It
will often happen that there is but one foul turn of the
chain, under tne stock. In that case, if the cat is hooked in
•^12 GROUND-TACKLE.
the ring, with a turn taken in the opposite direction to that
of the chain around the stock, the strain on the cat after
surging will throw the chain clear.
If the anchor comes up ivith the cable foul of the stocky
and ring uppermost, and in such a manner that it cannot be
cleared as above stated, then cat as usual; in surging the
chain leave plenty of slack chain outside for working. Now
clear the chain with slue-ropes on the anchor stock and slip-
ropes on the chain. It may be necessary to unshackle in
clearing ; if so, hang the cable before unshackling, clear
the turns and shackle again.
If the cat cannot be hooked in the rinr/, then hook it to a
stout strap around the shank, just under the stock, cat and
proceed as before, passing the ring-stopper.
Anchor comes up crown first : Cat tne crown by hooking
the cat to a strap around the crown, and pass the ring-
stopper over the crown, unhooking the cat. Now clear, if
necessary by uiishackling the chain, having plenty of slip-
ropes to take its weight. Hook the cat in the ring"^ and the
fisn in the arm, take the strain on the cat, ease away the
ring-stopper, and haul away on cat and fish.
It might be advisable, with the anchor coming up crown
first, to hook the fish first to a strap on the crown,- nauling
on it till the ring could be reached to hook the cat, then
easing (and unhooking) the fish, catting the anchor, clear-
ing the turns and fi'^hing it. The whole depends upon the
circumstances, as above stated ; and the latter operation in
particular, presupposes that there is not too much drift to
the fish, and that the fish gear is reliable, it being smaller
than the cat. *
For anchor work, "clear hawse breeches "are made of
painted canvas, wooden soled at the feet, and slung with
spans long enough to clear the man's head.
Marking the cable so as to know exactly how much
to surge lor catting saves noise and delay, but greater
allowance must be made when *'foul anchor** is re-
ported.
liuo^'s and Bixoy-Hopes. Buoys attached
by their buoy-ropes to the crown, point out at all times the
situation of the anchor. The can buov is in the form of a
cone, it floats base uppermost, and the rope is attached
to the apex. The nun buoy is largest at the centre,
tapering at the ends. The latter is in general use. Fig.
434, Plate 93.
The size of buoy-ropes is one-third of the cable. The
length varies, for it is shortened or lengthened according
to the depth of the water in which you will drop the
anchor.
It is bent to the crown of the anchor, by taking a half-
hitch around one arm, and putting the running eye in its
end over the other arm ; or a clove-hitch is formed over the
GROUND-TACKLK. 21 3
crown, and the end stopped along the shank, or to its own
part. Or,
Attach a large thimble to the crown of the anchor^ by a
stout strap of the size of the buoy-rope (one-third the
cable). Through this thimble is rove the buoy-rope, both
parts leading up to the buoy. The advantage of this is,
that the buoy-rope may be smaller, and when necessary, a
stout rope of the required size, may be, by it. rove through
this thimble in the crown of the anchor, tnereby afford-
ing a greater purchase than that of a single rope^ for
weifijiing.
The only objection to this plan is, that the two parts of
the small buoy-rope will become hawser-laid, and will not
uhreeve. But this may be, in a great measure, remedied
by having one part plain-laid ana the other back-handed
rope.
Sometimes a buoy will not watch, from its having filled
with water^ or from the buoy-rope bein^ too short, particu-
larly in a tide-way. By this is meant, that it does not float
on the surface of the water. In the former case it will be
necessary to bleed it, that is, to let the water out. In the
latter, to lengthen the buoy-rope.
Buoys are generally kept, one in each of the fore
channels for common use. Spare ones are kept in the
hold.
It was a very Rood rule, that an ^anchor should never be
let go without a buoy attached. But since the screw pro-
peller has been introduced, they have been less used,
throu(|[h fear of fouling the screw, though the end of a
chain is always buoyed m slipping.
To Picls Tip IMooring-s from which the vessel
has previously slipped. Stand in and reduce sail to top-
sails, or slow down if under steam, lower a boat, coil away
a hawser in her and let her pick up the buoy-rojje of the
chain, attaching the hawser to it. Tack off snore if neces-
sary till the boat has picked up the buoy, then stand in and
round to, to windward of the buoy, signal the boat to pull
alongside. Take the hawser-end in through the hawse-
pipe, and run it in. As the chain comes in, make sure of
enough to allow for bitting, clap on stoppers forward of the
bitts ; bitt, and stopper abaft ; then shackle as soon as pos-
sible.
To ]M[a.ke Fast to a ]Mooi'iii«: Bixo^.
In some harbors moorings are planted for vessels to ride by,
•in order that they may occupy in swinging as little space
as possible.
On approaching the buoy, a boat may be sent out with
the hawser to make fast and return, or she may leave the
ship with the end of the hawser, just after clewing up.
Warp the ship up by the hawser to the buoy, unshackle the
bower-chain from its anchor and shackle to the buoy, veer
5il4 GROUND-TACKX.E.
a few fathoms and put a bull rope on the buoy from the end
of the bowsprit to keep it clear of the stem.
The boat which carries the warp should contain a maul,
mooring-shackle, spare earing, ana a tail-block. The earing
is used to secure the shackle to ^uard against losing it over-
board while shackling. The tail-block, secured to the ring
of the buoy, is for a hauling line to get the chain in position
for shackling.
When picking up moorings, have an anchor ready for
letting go, in case of accident.
I^^-ing* at Wiiio[-l^ A^nclior^ to Veer
Cal:>le9 Blo^wing- Hard. Veer away, by short
drifts at a time, through the compressors and laniards of
the deck-stoppers. If it is blowing a gale, with a heavy
sea, it would be necessary to veer with a deck-tackle. A
ghip in this case, would double bitt before veering, if re-
quired, and send down her spars, and let go other anchors
as necessary.
^Wliv v^e Veer Cable in Heavy
^Weatner. It is a prevalent but fallacious notion,
that^ even when used in deep water and with a severe
strain, the curvature or deflection of chain is considerable,
and that near the anchor it rests upon the ^ound undis-
turbed by either the pitching motion of the ship, or the ten-
sion which she causes. At a testing strain of six hundred
and thirty pounds per eighth-inch of circumference, the
utmost deflection was found to be only ten feet upon a
length of one hundred fathoms, in ten fathoms water, with
the hawse-hole a fathom above the surface ; the diameter
of the chain being one and one-half inches, and the strain
forty and one-half tons.
In a common gale, which would produce this strain, not
one link of the one hundred fathoms of chain will quietly
rest upon the ground ; on the contrary, it will be found by
the experiments on a depth of ten fathoms, that 127.98
fathoms of chain are required to form a semi-catenary*
when suspended in air, and 137.03 fathoms when in water.
If the strain be less, the curvature will be greater, and no
danger need be apprehended ; but in a severe gale, the
force of which may be supposed equal to, or nearly equal
to, a breaking strain, a long scope is the only way to pre-
vent a fatal result ; and any man in charge of a ship at
anchor, with the necessary quantity of chain cable on
board, and space astern to allow him to make use of it, but
who neglects to do so, must be considered the author of his
own misfortune, whether it amount to the loss of his
anchor or the loss of his ship.
To Increase tlie Value of a Liong-
* A catenary is the curve fonned by a flexible chain of unlfonn density and
thickness when allowed to bang freely between two points.
GROUND-TACKLE. 215
Scope. To increase the deflection of the cable and bring
the strain on the anchor, more in a horizontal direction, a
heavy kedja^e may be shackled or lashed to the bight of the
riding cable just before veering for bad weather. This is
similar to ^^ backing" an anchor.
ILietting- Gro A-dditional .A.iichoi*s. In
preparing to ride out a gale at anchor, if the holding-
ground is even moderately good, a ship will hold on longer
and certainljr ride easier with all her chain on two anchors,
than by letting go all four anchors with comparatively
short scopes. Circumstances may compel a ship to depend
for safety upon the number of anchors down, as in the case
of a crowded harbor with insuflScient room to veer ^ but
with more than two anchors down, unless systematically
laid out in fine weather, there is little probability of the
strain being equally divided. Vessels anchored in this way
have snapped their cables onejafter another from the effect
of the sudden jerks upon a short scope such as a hundred
fathoms would be in a gale of great severity.
Having plenty of room astern, and with four cables
each 120 fathoms long, veer to 60 fathoms on the anchor
down, say the starboard bower, let go the port bower.
Lengthen each bower chain by the sheet chain on its side,
and veer two cables on the starboard and one and a half on
the port bower. There remains on board one-half the port
sheet-cable available for adding 30 fathoms to each anchor
down.
To use three anchors, the distribution of chain would
be : starboard bower (the anchor down), with 90 fathoms of
starboard sheet, the port bower lengthened by the remain-
ing 30 fathoms of tne starboard sheet chain, and a whole
cable on the port sheet. Having veered to CO fathoms on
the starboard bower let go the port bower, veer 30 fathoms,
and let eo the port sheet. Veering to the full scope, the
starboard bower would have one and three-quarter cables,
?ort bower, one and a quarter, and port sheet, one cable,
'he arrangement assumes, 1st, that a scope of less than
100 fathoms is of comparatively little value: 2d, that 60
fathoms would probably be veered in any case oef ore letting
go a second anchor ; 3d, that the anchors should have as
nearly equal a scope as the second condition admits.
For a modern steamer with well-proportioned ground-
tackle, good holding ground and plenty of room astern, the
plan of using two anchors with tlie longest possible scope
IS considered the best.
Ua^ekin^ an Anchor. When the holding ground
is bad an anchor may be "backed" bv another.
In backing an anchor during a gale after it is down, the
backing hawser or chain is taten round the riding cable
and secured loosely in order that it may slide down and
along it when the backing anchor is let go. A large shackle
*^iO GROUND-TACKLE.
might be used for this purpose on the riding cable, and the
backing chain shackled to it.
To Back an .^nehoi* i^rhen P*repai*liigr
for €L Girale. Heave in or veer away on the anchor
down, say starboard bower, till you bring the fourth shackle
some few fathoms abaft the bitts ; stopper, unshackle, and
unbitt ; pass the end out and shackle it to the ring of the
port bower, which has been eased down to the hawse-hole ;
off stopper, and ride by port bower cable, with its anchor at
the bows until the gale comes on, and then veer it down to
the ground. Should the ^ale pass off, you can hai\g the
starboard bower cable outside by the clear-hawse pendant,
and replace both in their original position.
If on veering, to sixty fathoms on the port bower, you
found the gale still increasing, shackle the remaining surty
fathoms of the starboard bower to it ; let go starboara sheet
anchor, and veer away on both. Finally, if compelled by
the violence of the storm to make the utmost of your re-
sources, divide the remaining sheet chain between the port
bower and starboard sheet. There will then be sixty
fathoms between the starboard bower and the backing
anchor ; two hundred and forty fathoms on the port bower,
and one hundred and eighty on the starboard sheet.
Anchors have been oacKed by vessels on a lee shore,
with some of the guns.
Steaming' up to A^yioIioith. When riding out
a gale at anchor, steamers relieve their ground-tackle by
turning the eng^es. • But care must be taken not to over-
run the cables, as in that case, when the ship goes astern to
a fresh squall, the violent strain on the chains would prob-
ably part them or start the anchors.
Wnen a ship has let go two or more anchors, in a gale,
she should weigh her anchors as soon as the gale moderates ;
much trouble will be saved bv it.
A. Collier'M Fm'cliaNe. In heavy heaving, a
strap may be put on the cable at the water's edge, hook the
cat in it and assist in that manner. This is Known as a
collier's purchase. The fish may be clapped on to the cat-
fall and taken to the capstan.
To ^.ssist in Ilea v.v Heaving-* Put a large
block on the cable, near the hawse-hole, reeve a hawser
through it, belav one end to the mainmast or bitts, and
clap a deck-tackle on the other end ; or take it to the after-
capstan.
Some vessels (brigs and small sloops) use the deck-tackle
entirely in weighing their anchors.
In using a deck-tackle, particularly in a large ship, much
time is saved by having a whip from forward to assist in
overhauling it.
To ^^nchoi* toy the Stem. This may be
necessary for a steamer in a narrow harbor, where the
GROUND-TACKLE. 217
vessel is too long to turn, or in a stream where there is no
room ior swinging to the tide. The British at the battle of
the Nile anchored in this way to avoid raking broadsides in
rounding to; the French also anchored by the stem at
Sebastopol.
As snips are not always provided with appliances for
anchoring in this way, it would be well to use the stream
anchor and chain, or a hawser, in performing the evolution,
if it will stand the strain exi)ected.
Get up the stream-chain, rouse it out through the after-
port, haul it forward outside of all till abreast of the hatch
where the anchor is stowed, then hoist out the anchor,
shackle the chain, and let go with a strap and squilgee, or
ease the anchor down to the bottom with the bight of a
hawser.
Or, transport the stream-anchor to the cat-head or
stem, as may be most convenient, shackle the chain there
and let go.
To use a heavier anchor, rouse up the sheet-chain from
below, pass it through the after-port, naul the end forward
by a ring-rope to the sheet-anchor and shackle. Bange the
intendea scope of chain on deck. In the absence oi after-
bitts, ring-bolts, &c., have plenty of stoppers and lashings
passed; a stout hawser from the forward bitts, with a
couple of turns taken round the mainmast, will relieve the
compressor of some of the strain when the end of the scope
is reached ; the cable itself might be taken around the
mizzen-mast. Stop the engine, or clew up and furl in good
time, and check the cable as much as possible in running
out.
In all cases of anchoring by the stern, or with springs
from aft, use slip-ropes to avoid injury to the rudder
or screw.
To Anchor with. a. Spring-. Rouse up the
stream-chain (or a hawser), haul it aft, as in anchoring by
the stem, and thence through the after-port forward, secure
the spring to the bower. Keeping the bower-chain bent ;
then let go the bower. Now, by setting taut the stream-
chain and veering on the cable, the ship's broadside is
sprung around, chips may be sprung broadside to the
wind, in warm climates, for the purpose of better ventila-
tion ; or in engagements at ancnor, to bring the guns to
bear on various points.
Using a spring from the bower anchor or cable, for the
purpose of getting a ship's broadside to bear steadily on any
object, can never be equal to the steadiness acquired by
using a second anchor, with a stream-cable or hawser. A
spring is at all times little to be relied on, compared with a
stem anchor, and after it becomes dark, a spring will much
decrease the certainty of gun practice. If a ship has a
good scope of cable with one anchor ahead and tne other
^18 GROUND-TACKLE.
astern, rather tautly moored, and her broadside bearing
well on the object, there will be little fear of her sheering
about much. But should it be requisite to fire at night by
previous bearings, then, to make the practice more certain,
it would be well to have two kedges, with two good, strong
hawsers laid out on the off side, one on the bow and the
other on the quarter ; the hawser from aft being attached
to the anchor on the bow, and the one from forward to the
anchor on the quarter ; these two hawsers crossing each
other at a good angle, with as much scope as possible, well
bowsed taut, will insure the direction oi^the guns.
THE ''SARATOGA" AT THE BATTLE ON LAKE
CHAMPLAIN.
As the success of the " Saratoga," in this action, was
mainly due to the superior seamanship of her officers, as
evinced by the manner of working her kedges and hawsers,
a brief description of that part of the action may be in-
structive, since we are told that the " Confiance " (English),
with but one spring on her cable, got just so far round as to
hang while exposed to a raking, while the " Saratoga" was
*^ entirely successful, springing her broadside successively
on ©very vessel wearing the British flag."
The American vessels had each its stream-anchor hung
over the stem, the cable bent ready for use ; and besides
the usual springs, the "Saratoga" had a kedge planted
broad off each bow, the hawser of each leading in tnrou^h
the quarter ports, the bights hanging in the water. In tne
midst of the fight, on firing the only gun (a carronade) re-
maining mounted in the starboard battery of the " Saratoga,"
the navel bolt broke and the g^n fiew down the main hatcn.
The attempt was then made to wind the ship. Fig. 433,
Plate m.
To this end the stream-anchor astern was let go, and
clapping on the starboard quarter line, the ship was roused
over to the kedge on that side ; a line had been bent to the
bight of the stream-cable, and she now lay with her stem
to the raking broadside of the ' * Linnet " (position 2, Fig.
433, Plate 93), being for a brief space in a critical position,
but dipping the port quarter line under the bows, it was
passed aft to the starboard quarter, the ship's stem sprimg
to the westward, and the port battery brought to bear on
the enemy.
Havixigr ancliorecl ^with a sprtxig' to the
stern, to heave vxp. If the ship is stillriding by
the stem cable, heave in the bower, veer away the stern
cable, set the spanker, and wind the ship. Hang the
stem cable outside (or stopper it) ; pass a stout hawser
out of the sheet hawse-hole ; pass the end aft, outside of
OROUND-TACKLE. 219
everything, and bend it to the stern cable at the nearest
shackle. Unshackle, and let the cable go: man the
hawser, and walk the cable in through the hawse-hole.
When taut in, clap a deck-tackle on it, take the bower
cable to the capstan and heave round. Walk away with
the deck-tackle as the bower chain comes in. When the
anchor is up, unshackle or unbend the spring and haul it
inboard out of the way.
rFo Slip SI. OliAin. In preparing to slip, put a
buoy-rope on the chain, stout enough to weigh it, lead
the Duoy-rope out through the hawse-pipe and to the fore-
chains, where it is made fast to a ' smaller line, equal to
the depth of water, and bent on to the buoy. The buoy
sustaining only the weight of the small line, can then
watch properly.
Stopper the cable forward of the bitts, or heave down
the forward compressor ; have the shackle well abaft the
bitts. Unshackle, stream the buoy, and slip by cutting the
stopper or heaving up the compressor.
In slipping, give a turn or two of the propeller astern
before starting ahead, to ensure clearing the buoy-rope.
Stand clear of the end of the chain as it runs out and
see that it does not f ouL
CHAPTER XV.
CAPSTAN STEAM WINDLASS -STEERING QEAR.
Tlie Oappjtan. The mechanical power employed
in ships to lieave in the cable, and thereby raise the anchor,
is a modification of the wheel and axle ; it is technically de-
nominated a capstan, on(» portion of which, called ihe bar-
rel, around which the rope is wound, answering to the axle
of a mechanical machine ; the other part, the head with the
bars, being analogous to the wheel. To set this machine in
motion, a moving power (the crew or steam) is applied to
the wheel, and the rope being by this means wrapped around
the barrel of the capstan, the weight or cable is raised. The
cable itself comes to the capstan in all modem forms of
that power. Formerly, however, cables were connected to
the capstan by means of a rope or chain, styled a messengeVy
which did pass around the capstan and was made to unite
itself firmly to the cable by means of nippers.
The messenger,' which may still be seen in use on old-
fashioned capstans, is commonly a rope or chain formed
into a long loop, and, when of rope, long enough to allow
of three or four turns around the barrel of tne capstan,
and then for each part to reach to a vertical roller in the
manger, where the ends are united to form the loop re-
quired. This loop, moving around the roller and capstan,
when the latter is set in motion, draws the cable inboard
and aft when united to it by the nippers. When a chain
messenger is used its links work over studs placed around
the barrel of the capstan. A rope messenger goes around
the barrel itself ana increases the length required by three
or four turns around the barrel, which have to be taken to
prevent slipping.
A frigate is usually fitted with a double capstan, the
upper barrel being on the spar deck, the lower on the main
deck, on which the hawse-holes are also placed. Connect-
ing " drop pauls," or pins, connect the upper with the lower
capstan.
The holes in the head of the capstan are termed pigeon-
holes. Thev receive the capstan bars which work the
capstan. To secure these bars, holes have been bored
220
"0=^=TT
rj
^ip
13
CAPSTAN — STEAM WINDLASS — STEERING GEAR. 221
through the head of the capstan and through the bars and
pins placed in them. At present the capstan bars are
usually kept in place only by a rope wound around their
outer ends, joining them together and called a swiftering
line.
The drumrhead is the circular top of the capstan, in
which are the pigeon-holes.
Pauls are stops which are fitted so as to drop from the
sides of the capstan against apaul-rim or rackety to prevent
the recoil of the capstan.
The ribs or sides of the capstan are termed whelps.
Fig. 439, Plate 06, represents the American capstan, the
chain being taken directly without the use of the messenger.
Fig. 440, Plate 90, shows Brown's patent capstan.
6, elevation of the lower capstan with fittings at the
lower part of it formed of iron, the ribs or vnld cats, g g,
in it, acting like teeth or sprockets to clasp the cable,
similar to the sprocket-wheel with studs, as shown, i?. Fig.
439.
Plate 96, of the common capstan.
c, elevation of a friction roller, round which the cable is
wound, as shown on the plan, three or four being used as
marked.
dy of the plan, shows the controller for stopping the
cable. See also Fig. 441.
hy the cable leading to the hawse-hole. The method of
bringing the cable to the capstan may be traced on the
plan ; the links shown in dotted lines being those in contact
with the ribs (gg) of the elevation.
The "W^indlaHH used in small vessels is a capstan
with the barrel worked horizontally, the power bein^ ap-
plied by levers, which are shipped or worked in holes
similar to those in the capstan-head.
In bringing a hawser to a capstan, take three or four
round turns around the barrel, the inboard part being
always the upper turn.
The Hyde Steam AVincllasK and Cap-
stan 9 Plates 97 and 98, is in use on board U. S. battle-ships
of the Alabama and Wisconsin type. This machinery is
built by the Hyde Windlass Co. of Bath, Me.
The Windlass and Capstan are driven by a vertical
double engine, the cylinders of which A, A, are 15 inches
diameter, 14 inches stroke. The engines are reversed by
link motion worked by the hand wheel B. The crank shaft
C, extends under the windlass shaft, and carries a worm
which engages the worm-wheel D, driving the windlass.
Forward of this is another worm whi(;h ciiga^c^s the worm-
wheel E, which drives the capstan. The rims of both these
wheels are independent. By throwing out the pawls F, F,
on the windlass gear, the capstan may bc^ run independently
in either direction. In a like manner, by working the hand
222 CAPSTAN — STEAM WINDLASS — STEERING GEAR.
wheel, G, the pawls in the worm-wheel E, are lifted clear
and the windlass may be run independently of the capstan.
In heaving in chain, the capstan being unlocked, the
pawls F, F, mentioned above, are thrown in. The wild-
cats H, H, are locked by the pawls J, J, which are thrown
in and out, by the sleeves K, K, and the engine started
ahead. Or, if it be desired to veer the chain by power, the
backing pawl L, is thrown in, and the engine reversed.
In veering chain, the wild-cats are unlocked by sleeves
K, K, and are free to revolve. Their motion is then con-
trolled by the friction bands M, M, which are set up by the
hand wheels N, N. These friction bands are used also to
control the chd,in when riding in heavy weather; the chain
in this case being unstoppered.
The Capstan O, is so arranged that it may be used as a
hand capstan, in the usual manner. It revolves at the same
rate as the bars, when they are worked in a right hand direc-
tion ; and at one-third of this speed, when they are worked
in the left hand direction, giving increased power, the bar-
rel in either case revolving in one direction.
When used by steam, by inserting pins in the base of
barrel Q, it is locked to the sleeve gear, and the pawls P,
being lifted, it is free to be worked in either direction.
The windlass is so arranged, that, for ordinary opera-
tions, little attention to the pawls is necessary ; as, in heav-
ing in chain, the engine is run ahead, the capstan being
free to revolve. If it be desired to work the capstan ahead,
the engine is reversed, the windlass automatically remain-
ing stationary.
The windlass is composed, almost entirely, of forgings
and steel, or bronze, castings, to insure the utmost protec-
tion against breakage, and the minimum of weight.
Steam Steering* Cireai*. The following is a
description of the latest patent of the steam steering gear
of Williamson Bro's Co., of Philadelphia, as applied to the
battle-ships of the United States Navy.
Plate 99 shows plan and side elevation. The engine
moves the rudder by means of a screw shaft G, on which
work sleeves, or driving nuts, connected to side rods from
the yoke of the rudder. One-half the length of the threaded
part of the screw shaft is right handed and the other half
left handed, so that the sleeves simultaneously approach
towards, or recede from, each other; both side rods thus
acting to turn the rudder in the same direction.
To operate the engines, see that the necessary clutches
are in, and that the proper connections are made: revolve
the automatic shaft L by turning the small steering wheel I
in either direction a sufficient number of turns to give the
desired movement to the rudder.
The Hyde Steam Windlass and Capstan.
The Hyde Steom Windlois ond Copston .
CAPSTAN — STEAM WINDLASS — STEERING GEAR. 223
The movement of the automatic shaft gives horizontal
motion to a sleeve working on a threaded portion of it.
The horizontal motion of the sleeve moves a rock shaft
that opens the reversing valve and admits steam to the
steering engine H.
The engine H revolves the screw shaft G which, as
above described, moves the rudder.
This motion continues until the rudder is in the desired
position, shown by pointers on a dial plate. The steering
wheel is then stopped. A spur wheel, carried by the screw
shaft, gears into a spur wheel that turns the slec^ve on the
automatic shaft, moving the sleeve in an opposite direction
to that originally given it, thereby closing the reversing
valve.*
The rudder is then rigidly held in this position. To
move the rudder, simply turn the small steering wheel I,
and the operation is repeated.
The automatic shaft may be revolved from the pilot
house, conning tower, or any steering station in the ship
by means of transmission ropes wound on drums J. The
motion of the drum is transmitted by gearing as shown in
the plates.
The hydraulic telemotor K is used to obtain the same
motion required of the transmission ropes, that is, to operate
the automatic shaft and by it, as already described, the re-
versing valve.
The hydraulic system is really the primary system, the
transmission ropes being intended as secondary, to be used
in case of injury to the hydraulic system. The two pipes
can be run in any direction desired. The movement of the
steering wheel is very easy, the only friction to overcome
being that of the hydraulic pistons.
To steer by hand, throw out clutch M, and any others
that move unnecessary parts. See clutchc^s to hand wheels
in place. Man the wheels. From the upper decks the power
is transmitted through shafting, such as at O, from the steer-
ing room, as indicated at P.
Some of our battle-ships, such as the Iowa, are fitted
with an electric telemotor. Electric motors are used to give
motion to the automatic shaft, and through it to open and
close the reversing valve.
Tlie Hycli^aiilie Stec^i-ing- Ci^ofii", The ar-
rangement of yoke and side rods is practic^ally the same as
for the steam steering gear just described. The forward onds
of the side rods form cross heads to piston rods working in
two hydraulic cylinders, one on each side. The forward
end of each cylinder is conne(*ted l)y a pip(^ with the after
end of the other cylinder. Each of th(*se pipes is connected
to one of two pipes of the main hydraulic system which
\
234 CAPSTAN — STEAM WINDLASS — STEERIN(J GEAR.
operates as supply and exhaust alternately, according to the
direction of the rudder.
Turning the steering wheel by means of transmission
ropes, from any part of the vessel, opens valves which admit
water into one or the other of the first mentioned pipes, as
the helm is to go to starbord or to port, and allows it to ex-
haust through the other.
By means of a system of levers connected to the cross-
heads of the side rods, a reverse motion is given to the
valves, thus closing them automatically, when the steering
wheel stops. The rudder is held firmly in place by the
water which fills the hydraulic cylinders on both sides of
the piston.
The change from hydraulic to hand power, or vice versa,
is simple and rapid.
The r^neixmatic Steei*ii:igr Ci-eai*. In this
the work is done by two horizontal cylinders arranged one
on each side of the tiller. They are provided with a com-
mon piston rod. in the centre of which is a hollow cross-
head in which the tiller is free to slide as it is moved from
side to side by the pistons.
Compressed air is admitted to the outer ends of the
cylinders by means of a D-valve, the air being simultan-
eously admitted at the back of one piston and exhausted
from the other. The inner ends of the cylinders are con-
nected by a pipe so that the air may flow freely from one
to the other as the pistons move. In the centre of the con-
necting pipe is a by-pass valve which is open when the
tiller is being moved, but closes when it has moved through
the desired angle and holds the air in the cylinders, thus
locking the tiller between two elastic cushions.
The valve admitting the compressed air can be worked
from any steering station in the vessel by means of trans-
mission ropes, or by means of electric motors.
It will be observed that the general arrangement of
yoke, side rods, and the applying of power, is practically the
same in each system. To steer with tiller only, take out the
bolts connecting the side rods to the sleeves, or cross-heads.
In these several designs the customary practice is ob-
served of heaving the wheel in direction the ship's head is
to go.
CHAPTER XVI.
MOORING- CLEARING HAWSE.
In speaking of a vessel as moored, we may refer to the
use of fixed moorings in a harbor or alongsiae of a wharf ;
or the ship may be moored head and stern. But the ex-
pression, as generally understood, means (when her own
^ound-tackle is used) that the ship has two anchors down
in opposite directions from the vessel, one cable having been
made rather taut before the second anchor was let go, and
there being an equal scope on each chain.
If a ship lets go her single anchor (say in 5 fathoms), in
the very centre of a harbor, which we will call about 200
fathoms wide, and ^^ steep to," all around, and then veers
100 fathoms of cable, she would occupy every part of the
harbor, as the wind or current happened to move her.
If it be desired to keep her stationary in the centre,
shortening the cable in to 5 fathoms would not effect it, for
the first puflf of wind would cause her to start her anchor.
But let us ascertain from what quarter the prevailing
heaviest wind blows; weigh, haul over, and let go an
anchor in that direction, 60 fathoms from the centre ; then,
with a warp, haul the ship over in the very opposite direc-
tion, veering the cable 1;;^0 fathoms from tne last position,
and then let go the second anchor. Now heave in 60
fathoms of the first cable, veering 60 fathoms on the last,
and we shall have the ship moored in a stationary position
in the centre of the harbor ; and many other ships (suppose
room on each side) may share the harbor by similar means,
as shown by the full-lined ship is Fig. 443, Plate 100.
Now with regard to the direction. Say that the prevail-
ing gales are northerly, and one comes on from that quarter
so heavy that we should veer cable. If the other ships have
attended properly to this contingency, all may veer simul-
taneously without fouling each other, and the riding cable
of each ship will tend straight to their weather anchors ; in
other words, they will all have open berths and open hawse,
as shown by the dotted line ships in Fig. 443.
It is clear that with a long scope of cable, we have all
the additional weight of chain in our favor ; the ship's bows
are less dragged downward than at a short stay, and the
325
\-
226 MOORING — CLEARING HAWSE.
pull on the anchor approaching the horizontal, the palm
bites all the harder. Some officers prefer veering, even as
much as two cables on end, to letting go other anchors.
Now suppose that one or both of the other ships had
moored without regard to the position of their anchors and
the direction of the prevailing gales. Plate 100, Figs. 444,
445, shows what would happen in case it should come on to
blow, and each vessel had to veer; also the trouble that
would ensue in getting under way.
Hence it is, that, when a flag oflBcer desires to have
his ships as close together as possible, he orders them to
moor ; and to prevent collisions while veering or picking up
their anchors, he points out the direction of the anchors.
To preserve, likewise, an imposing and well-dressed line, he
specifies the quantity of cable that is to be veered by each,
and also enforces the use of buoys, that each ship may be
enabled to ascertain the position of another's anchors.
These are some, but not all, of the reasons for mooring. .
For instance, in a river too narrow for a ship to swing in at
single anchor without grounding, or too shoal to do so
witnout striking on the upper pee of her anchor, and per-
haps settling on it as the tide fell, it would be necessary to
make her a fixture. But this also would require considera-
tion. By laving the anchors out in a line with the stream,
they would be in the best position for holding, in the event
of freshets or gales coming on, in concert with the tide ;
but, excepting the small distance she could sheer by the
action of the helm, her exposure to collisions from an
enemy's fire-ships or rafts dropping down with the tide, or
from vessels navigating the river, would be great ; whereas,
by having the anchors athwart the stream, either cable
could be veered, and the ship quickly moved to one side or
other.
If the water is shoaler than the ship can reach, one
anchor may be carried out in a boat, and a greater scope
given in consequence.
When it is optional, moor in northern latitudes with
reference to the chances being strongly in favor of gales
beginning at southwest, and ending at northwest.
For the same reason, in northern latitudes lie at single
anchor with the port bower ; if you have to let go tne
starboard anchor, you will then have open hawse.
If safety is the only consideration, and there is plenty of
room to swing, a ship is obviously better oflf when riding
at single anchor than when moored. For upon the appear-
ance of a gale, you can veer at pleasure and be certain of
having your second anchor in line with the wind when let
go, with a long scope on each chain. A vessel which has
een moored never nas both cables in line with the wind,
except when the ship is just between them, and therefore
only riding by one, or after veering, when she lays with a
i
Plate 100
/
iJ
B'ig. 443
B'ltf. 440
\J
MOORING — CLEARING HAWSE. 227
very long scope on one chain, and a correspondingly short
scope on the other.
When moored and veering in a gale, the anchors being
in the direction of the wind, the lee cable must be shortened
in to prevent dragging it over its anchor; for there is
some nsk of tripping the lee anchor as the weather cable
is veered.
A ship should never be girt by her moorinja^s. At such a
place as Panama, for example, where the rise and fall of
the tide are very great, suppose a ship were to be moored
and both chains hove taut at low water. The ^reat strain
brought on her by the rising tide, provided the anchors
held, majr be imagined ; and if, in addition to this, she
should swing around several times and foul her hawse, the
effect on her copper and fastenings would soon tell.
Preparations forl^Iooring-, StationK,
etc. All hands having been called to ''moor ship," the
first lieutenant takes the deck, and the other officers repair
to their stations as in ' ' bringing ship to anchor. " The officer
of the forecastle will see hands by the anchor to be let go,
and will give directions to those on the main deck as to
veering, &c.
The officer of the forecastle will see the second anchor
ready for letting go, and the chain clear. Let us suppose
that the starboard anchor was first let go, the port one must
then be ready. He will see all clear for veering on the
starboard cable, and men at their stations as in ''coming
to." When the starboard cable is veered as far as necessary,
he will *' bring to" on it, and unbitt the port one, for
convenience in veering, unless in very deep water. The
boatswain attends on the forecastle, and pipes as directed
by the lieutenant in charge of the forecastle. The car-
penter, with his crew, will ship and swifter in the capstan
bars, put on gratings, knock up stanchions, &c., and report
to the lieutenant in charge of main deck when ready.
The principal stations of the crew are, to man both cap-
stans, to veer cable, on deck at the wheel, the lead, signals,
by the anchor, two men in each top, a man at each mast
to attend gear. Tierers below, compressor-men on berth-
deck. In a modern ship a man is stationed to run the steam
capstan. See steam turned on, &c.
Having- ^A^ncliox-ecl >^^itli that ^^iow —
to IWCoor iShip. The first anchor having been let go
in the proper position, and with reference to the state of
the hawse to prevailing winds, the first lieutenant will in-
form the officer of the forecastle as to the scope he wishes
on each chain. The officer of the forecastle will veer away
to double this range (supposing an equal scope on each),
keeping the last shackle abaft the bitts, for otherwise, sup-
posing the chain well.laid out, it would be mooring too taut.
228 MOORING — CLEARING HAWSE.
The mizzen topsail may be set, if necessary, and the ship
sheered with it, and the helm, to the position of the second
anchor. The chain must be laid well out before the second
anchor is let go ; when the second anchor is let go the first
lieutenant directs the boatswain to call '*furl sail," and
having furled them, will direct him to call '*moor ship."
The chain is "brought to," and the first lieutenant then
commands, "Heave round!" the stoppers are taken off (if
any have been put on), when the caole is hove taut, and
the chain is unbitted as it comes in, and payed below, if
clean. Let us suppose that the port anchor was first let go,
and that we veered ninety fathoms on it. Veering the
starboard cable is regulated by the amount hove in on the
port ; observing never to check her. Finally, veer the forty-
five-fathom shackle half way between the hawse-hole and
bitts, and heave in the forty -five-fathom shackle on the
port chain, to the same place. They will then be con-
venient for clearing hawse.
If the swivel is to be put on immediately, the lee shackle
had better be kept just outside of the hawse-hole, provided
the swivel is so small that it can be passed through the
hawse-pipe : keep the shackle of the riding cable (the port
one in this case) inside the hawse-hole. In regard to the
position of the shackles, it may be well to bear in mind, if
in any doubt, that it is much better to keep them too far
inside than the other way, as cable can be veered by two
or three hands; but to heave it in, requires a deck tackle
and all hands.
When intending to put the swivel on, the v/eather cable
may be veered a fathom or so more than otherwise before
the lee anchor is let go, as putting it on slacks the chain.
If a ship is moored too taut she may trip her anchors in
case of a foul hawse, and the cables chafe the cutwater.
If moored too slack, the swivel will not turn. The execu-
tive officer should look at the state of the hawse every
morning, in order to assure himself that the swivel is in
good order.
When the ship is moored with the proper scope, the
officer of the forecastle will put on the stoppers, and report
to the first lieutenant, who then directs the boatswain to
"pipe down."
The vessel is now moored with a scope of forty-five
fathoms on each cable, and will swing to the wind or tide,
forming a sweep within her moorings. No vessel should
be moored with cables so slack, or with so little scope out,
as to swing over her buoys or beyond her own moorings.
The foregoing example shows the proper course to pur-
sue, when the spot to place the second anchor is directly to
leeward of the first; but should that not be the case, she
must be, by the use of hawsers, taken out to the shore, or
MOORING — CLEARING HAWSE. 229
to another vessel; or by the use of a kedge, roused over to
the proper spot, veering on the first cable while doing so.
Then place the second anchor and proceed as just directed.
Should steam be up, of course that would be used.
To l^Ioor in a. Tide^va^. You may veer to the
full scope (ninety or one hundred and twenty fathoms) any
time during the tide, and drop the second anchor before
slack water; for with a good scope of cable, and the current
still running, you may give her a considerable sheer with
the helm. After the second anchor is down, bitt and stop-
per the cable, and wait the change of the tide; when, hav-
ing swung to the second anchor, you may proceed to moor
as before directed.
To IVfiooi* Head, and Stei-n. As there are
rarely any fitments for securing stern cables we must take
them to the mizzen mast, lash them to bolts in the bul-
warks, or to the cradle bolts, or to the mooring shackles
outside.
Sometimes the ends of the stern cable are secured on
shore, the bight being on board ; in this case, after veering
away on the bowers, and securing the stern fasts, heave
ahead until moored taut enough. When using hemp cables
or hawsers in this way, put plenty of good parcelling on in
the wake of all chafes, and occasionally *' freshen the nips,"
or use mats instead of parcelling.
Should four anchors be required, ascertain the ship's
berth when moored, and mark the intended position of each
anchor by small temporary buoys. Make every preparation
for mooring. Place the anchor by the best available means
and heave in on the chains as required.
HavlupT ]V[ooved Head and Stei*n — to
TTnmooi* ^liip. If the stern moorings are made fast
to the shore, simply cast off the ends, clap on deck-tackles,
and walk them inboard.
If moored with anchors astern, to unmoor, proceed to
pick up stern anchors, then the bowers.
TO KEEP THE HAWSE CLEAR OR TEND SHIP WHEN
MOORED-(TWO BOWERS).
When a ship is moored the sails are generally unbent,
with the exception of the jib and spanker. With these two
sails, the helm, and a knowledge of the principles of tend-
ing ship, an officer can scarcely go amiss. If the stern of
the ship must go to starboard to Keep the hawse clear, put
the helm to starboard at the last of the old tide, and to port
at the beginning of the new. This will have the effect of
sending the stem to starboard and making her swing as
desiredT Use the spanker if it can be made effective.
A little attention in this matter on the part of the officer
230 MOORING — CLEARING HAWSE.
of the deck may save a great deal of work in clearing
hawse. Should it be required to swing against the wind,
use the jib.
CLEARING HAWSE.
A vessel moored, and riding by either anchor, having
the cables clear of each other, ^^ rides with a clear hawse.^
If her head is in a line between the two anchors, so that
the cables will each lead out from their respective sides,
and clear of the stem, she then ' * rides to an open hawse.^^
If, by swinging, she brings the cables to bear upon each
other, so as to be chafed by the motion of the vessel, she
has ^^ a foul hawse,^^
If, from having an open hawse, she has swung half
round, or performed a half circle, she brings " a cross in the
hawse" and that cable will be uppermost from which she
swung. If it is the starboard cable which is uppermost, she
must swing to starboard, if the port, to port, to clear the
hawse.
But if she swings the wrong way, that is, continues the
same way she swung before, performing another half
circle, then there will be " aw elbow in the hawse," the same
cable being uppermost. We will suppose that in both in-
stances she has swung to port, then tne starboard cable is
of course over the port one, and she must swine to starboard
to bring the hawse clear. Thus, from an opennawse she has
performed a full circle to produce an elbow.
The next half circle in the same direction brings "a
round turn " in the hawse.
And the next half circle, " a round turn and elbow" and
so on.
An attentive officer will always endeavor to make his
vessel, having a cross in the hawse, swin^ so as to clear it,
by means of tne helm or otherwise. But if she swings the
wrong way, he should lose no time in resorting to the opera-
tion of clearing hawse by the cables.
To Cleai* Ha^wse. Get up the clear-hawse gear.
This consists of deck-tackles, hook-ropes, the clear-hawse
pendant and the hawse-rope.
I>ecl£-Tackles are heavy double purchases, with
a hook in each block.
HooIj: IRopes are single ropes, with a hook in one
end, and are used in lighting along the chain, in con-
nection with long-handled cfeatn-Z^oofc^. Fig. 459.
The Clear-Ha^WKe Fenclaiit is a heavy
hemp rope, tailed with chain and having a shackle, or (better)
a pelican hook in the chain end.
The Hawse-H/ope is a stout hemp rope tailed
with chain, with sister-hooks in the chain end.
MOORING — CLEARING HAWSE. 231
If the turns are under water thev must first be hove out
clear. This is usually done by clapping a deck-tackle on
the riding cable, forward of the bitts, hauling in and stop-
pering the riding chain forward ; light the slack around the
bitts and pass the after stoppers afresh.
Pass the clear-hawse pendant out of the sheet hawse-hole
on the side of the lee caole, shackle it to that cable below
the turns, bouse it taut with a deck-tackle and belay it.
Now pass the end of the hawse-rope out through the lee
hawse-hole, take it around the riding cable in the direction
opposite to the turn in the hawse, pass the end in again.
Fig. 447, and hook it to the lee cable forward of the shackle.
Now unshackle the lee cable, haul away on the hawse-rope
and light out the lee cable, usin^ a line from the bowsprit
if necessary to assist in hauling it out.
When the hawse-rope brings in the end of the cable
again, secure the cable end temporarily if need be, and re-
peat the operation with the hawse-rope from the beginning,
if there are more turns to be taken out.
When the lee cable comes in clear, clap on a deck-tackle,
walk away and shackle, unhooking tne hawse-rope.
Take off finally the clear-hawse pendant, and dry and
stow away the clear-hawse gear.
When the clear-hawse pendant is fitted with a pelican
hook it can be readily cleared from the chain, even if it gets
under water, by a laniard from the upper part of the linK.
In small vessels, or with light ground-tackle, the above
plan may be slig:htly modified, to advantage, especially
when the hawse-pipes are narrow. Fig. 448.
The turns being hove above water, clap on the clear-
hawse pendant as before. It is advisable also to clap a
lashing on the two cables below the turns, if the moorings
are slack, to keep the turns from sliding down under water
again on the nding chain. Now, instead of using the
hawse-rope, pay out the nearest shackle of the lee cable
into a boat under the bows, unshackle there and use a
hook-rope to clear the turns, having the hauling end in-
board. When the turns are clear, hook the hawse-rope into
the end of the lee chain to rouse it inboard through the
hawse-pipe. Shackle, cast off the lashings on the chains,
and take off the clear-hawse pendant.
One object is not to have so many parts (two of hawse-
rope and one of chain) in the hawse-hole at once. More-
over, when the use of the boat and hook-rope is practicable,
the hook-rope can be more readily shifted and the operation
performed quicker.
When veering out the end of the lee cable have a good
turn with the hawse-rope, so that in case the clear-hawse
pendant parts, the hawse-rope may hold the weight of the
chain.
Never clear by the riding cable, nor at any other time
than at slack water if it can be avoided.
232 MOORING — CLEARING HAWSE.
A screw steamship, with steam up, can turn round with
her screw and helm, and clear hawse in a short time. But
the steam would not be up unless she was about to sail ;
and in that case she should clear hawse, unmoor, and heave
in to a short scope while raising steam.
The hawse is sometimes cleared, when there is no wind
and a smooth surface, by towing the stem of the ship round
in the required direction. A long ship should never attempt
it, and it is not a very seamanlike way of clearing hawse at
any time.
In weighing, if there is a cross in the hawse, the under-
most cable should be hove in first ; the upper anchor, if
hove up first, would foul the under cable.
If it is necessary to pick up the upper one first, dip it
before weighing.
In unmooring, heave up the lee anchor first to avoid the
chance of fouling other ships or your own anchor.
To pixt tlie IVIooi'iiig- S4>vlvel on. Fig. 449.
By putting the mooring swivel on, the hawse is more easily
kept clear.
The best time to put it on is at slack water, or as near it
as possible. To do so, shackle the clear-hawse pendant to
the lee cable, as in clearing hawse, and haul it taut. Send
a boat under the bows with the swivel. Make fast a bow-
line from the bowsprit end, rouse out chain and pav the
shackle into the boat ; the men in the boat unshackle the
chain and shaqkle it to the swivel.
Now put the clear-hawse pendant on the riding cable,
haul it well taut, unshackle the riding cable, veer it into
the boat, and shackle it there to the swivel as we did the lee
one.
If there is any doubt about the clear-hawse pendant
being strong enough, we must use a large hawser, or the
stream chain, to secure the riding cable, or postpone putting
the. swivel on the riding cable until the ship has swung.
When the swivel is on, it must be hove up clear of the
water.
It is usually hove up close to one hawse-hole, and the
other chain is then overhauled clear of the bows, or un-
shackled altogether. After the swivel is on, the two chains
from inboard constitute what is called the bridle.
Finally, take off the clear-hawse pendant.
The swivel should be put on with the cup upward that it
may be more effectually lubricated.
If the swivel is so small that we can pass it through the
hawse-hole, it can be put on with much less trouble. We
have only to stopper the riding cable inboard, unshackle,
put the swivel on and veer it outboard. Then send a boat
under the bows and put it on the lee cable as just described.
Many seamen object to the use of mooring swivels under
any circumstances. They should certainly not be used when
bad weather is liable to make veering necessary.
CHAPTER XVII.
CARRYING OUT ANCHORS BY BOATS.
To cai'ry oi:it a K^edg-e oi* Sti:*ea»m.
.il^nclioi* lyy a I3oat. Hoist the kedge out by yard
and stay purchases and lower it into the water astern of the
boat. The coxswain, having previously unshipped the rud-
der, and protected the stern of the boat with old canvas,
hangs it there by a piece of three-inch stuff. One end of this
is secured to the ring-bolt in the stern, the other end, passed
abound the shank just under the stock, is belayed for slip-
Eing. Settle down the yard tackle and unhook. Bend the
awser and coil it away in the boat. When the kedge is to
be let go, heave the remainder of the hawser overboard and
slip the stopper.
A small feedge may be made much more effective by
lashing pig ballast or other convenient weight to it.
Circumstances will determine whether it is better to take
the entire hawser in the boat, drop the kedge and bring the
end back, or to pay and go from the ship, as assumed above.
CARRYING OUT A HEAVY ANCHOR WITH ONE BOAT.
F'ii'Ht >Ietlio<l. {The quickest way.) Sling empty
casks or beef barrels in pairs, marrying their slings and
snaking them to prevent them from being shaken off.
Bung the casks weU and lowfer them overboard.
Out launch, lower it so that the stem will be supported
by the casks, lash these securely to the boat, two on each
.quarter.
Haul the launch forward with a boat rope from the jib-
boom end, steady her if necessary by a whip from the fore-
yard braced forward.
Cockbill the anchor and lower it with the stock hanging
horizontally across the stem of the launch. Take a stout
strap^ around the shank, reeve one bight through the other,
and jam the turn close up under the stock, take the other
bight through the stem nng-bolts, and toggle it. In letting
go, out toggle, or cut the strap.
233
234 CARRYING OUT ANCHORS BY BOATS.
With a large launch prepared as above, a good sized
anchor and cable can be carried out. Fig. 451, Plate 102.
Second IMetliocl. Anchor too heavy to hang from
launch's stem. In this case, the flukes must be hove up
under the bottom of the boat, the stock being perpendicular.
Fig. 453.
Out launch, increase her buoyancy aft as before. Rig
the fish-davit. Seize two large thimbles into two straps,
which are clapped around the arms of the anchor just inside
the flukes, a piece of a stout towline is rove through the
thimbles, the tow-line being stopped to the shank to keep it
middled. Put a long pair of slings around the shank near
the stock, and lash them to its upper end to keep the stock
perpendicular. Round the shank also, and stopped to the
stock is the end of a stout rope, to be used in securing the
ring. Hook the fish to the inner arm from aft forward,
hooK the cat to the stock slings and ease the anchor down,
keeping the shank horizontal and the stock perpendicular
until it is about four feet under water ; bring the launch's
stem against the stock ; haul her side in close to the fish ;
secure me stock end of the anchor to the stern by the end
of rope provided for the purpose, passing the turns through
the stern rin^-bo.ts ; bring the ends of the towline stuff
in on each side through the rowlocks, and secure them
throiigh the foremost ring-bolts ; ease up and unhook cat
and fish ; stop a length of chain round the boat outside,
and then range as much more chain in the bottom as is
intended to be carried out, stopping it in several places, and
making the end well fast that it may not fetch away in
veering. Fig. 453.
To let go, cut or slip the stock and fiuke fastening^ to-
gether.
In either of the above methods the casks are of course
dispensed with if unnecessary (Fig. 452) : but with the
relative sizes of launches and ground-tackle supplied to
our ships of war, it is most nkely that the additioncd
buoyancy will be needed.
A boat will tow more easily by the first method than
with the anchor entirely under her bottom.
Tliircl ]\Xetliod.. {Stock horizontal, flukes perpen-
dicular.) This plan was first suggested by a Mr. Cows, of
England. The object is to bring the weimt of the ancnor
on that part of the boat most capable of bearing it, and to
use a purchase in the boat equal to heaving up any weight
she can sustain.
This is done in suspending the anchor by a rope passing
through a hole in the bottom of the launch, a tube placed
over the hole preventing the water from filling the boat.
Launches are fitted with such a hole, covered by a brass
screw-tap, outside of which screws a cojpiper funnel. When
preparing for use, screw on the funnel, or trunk as it is
CARRYING OUT ANCHORS BY BOATS. 235
sometimes called, unscrew the tap ; as soon as the latter is
oflf, the water rises in the trunk till level with the water
outside.
Immediately over the trunk, Fi^. 455, is placed a wind-
lass, the pins in its ends working m bearings on the gun-
wale.
Haul the launch forward, cock-bill the anchor ; secure
to its forward arm the end of the windlass-rope.
To get the other end of the windlass rope through the
trunk, drop a lead and line through first, nook the lead-
line from outside with a boat-hook, and haul through,
marrying the lead-line to the end of the windlass-rope.
Lower the anchor by the cat, with the stock athwart the
stern of the launch, man the windlass, and heave the flukes
under the boat, keeping the boat clear of the shank. When
the anchor is lowered have the usual stopper rove through
the ring and taken over the stern roller of the launcn.
When tne stock is close up under the boat secure the
stopper through the after ring-bolts, with turns around its
own part and around the after-thwart.
Fig. 454: represents a first-rate's launch, with a bower
anchor suspended under the bottom, and a hemp cable
coiled away in the boat ; c is the buoy-rope ; d the rope by
which the anchor is hove up ; e the line of flotation when
the vessel is light ; / the line of flotation with bower anchor
hung in the ordinary way to the stern ; g the line of flotation
with anchor hung as represented, a cable and twenty men
in the boat.
When a ship is on shore forward, unless Cows' method
is used it maj be impossible to carry out a large bower with
one boat, owing to the shallow water.
CaxTj^itigr out a Bo>\"ei* "between t^wo
Onttersj Plate 105. The stream anchor having been
previously sent out and planted, with the top-block at the
ring, hawser rove off, &c., prepare to send out the bower
between two cutters, as follows :
Hook the cat to the ring, the fish to a strap around th*^
inn?r arm of the anchor, ease off tlie stoppers and lower tli
anchor into the water, stock athwartships, flukes up and
down. Haul up two cutters, one on each side of the pur-
chases. Lash two suitable spars cut flat on the under sides
across the boats, one a little forward of the centre of
gravity, the other further aft at a distance nearly equal to
the length of the shank. The spars rest on the gunwales
of both boats, building up if necessary in wake of the inner
gunwales to strengthen them.
Clap on the cat and pull up till the stock takes under the
keels of the boats, Secure the ring to the forward spar by
a lashing long enough to lower the anchor to the bottom on
the bight, taking two round turns through the ring and
:i36 rARKYiN(; out anchors by boats.
around the spar, and expending the ends in opposite direr-
tions around the spar.
Now clap on the fish and pull up till the upper pee is
nearly level with the sifter spar. Secure the fluke to the
after spar by a lashing similar to the ring lashing, and
passed under the shank. The strap for the flsh will prob-
ably be jammed between the lashing and the upper nuke
(hence the reason for using a strap instead of hooking the
nsh itself to the inner arm), but by bending a small line to
the strap it can be recovered after the anchor has been
eased down. Clap rackings on the lashing and knot the
ends together above each spar until ready for easing
away.
Fit a span across the stems of both boats, and to it secure
the end oi the hawser used in hauling out.
Lastly, ease off and unhook the cat and fish. The anchor
now hangs between the two boats, which are only separated
by a distance a little greater than the width of the anchor
fiuke.
The bower cable, shackled to the anchor, is unshackled
at fifteen fathoms and the end carried in another boat,
which tows out in rear of the first two.
When ready to let go, the rear boat being close up, ease
away together on the ends of the lashings, and lower the
anchor to the bottom.
Half the turns of the lashing on each spar being taken
in one direction and half in the opposite way, the spars have
no tendency to roll out of position, and any undue strain on
their lashin^^ is avoided.
Cast adnft the spars and send back one boat with the
standing part of the nawser. Let her take the end of the
chain in ner bows with end enough to shackle, hang the
bight to her stem and haul out again by the hawser from
on board. When the chain begins to drag, the second boat
is brought under the bows and a bight hung to her bow and
stern in the same manner. On reaching the boat support-
ing the end of the first fifteen fathoms, the leading cutter
receives that end, shackles, and both cutters slip the bights
at the same time.
If the state of the sea does not admit of towing out the
cutters stern first, we must forego the advantage of sup-
Eorting the greatest weight of the anchor by the sterns,*Hnd
aul the boats alongside the purchases, bows aft.
Lowering the anchor instead of cutting it adrift, enables
the end of the chain to be carried out in a boat instead of
Imoying it. which is believed to save time in the shackling,
while the tow is lightened.
The lashings used in lowering an anchor were 5|-ine]i
rope, the depth of water four fathoms, weight of the anchor
5,500 pounds.
CARRYING OUT ANCHORS iiY BOATS. 23:
NOTES ON CARRYING OUT ANCHORS.
To carry out a heavy anchor and chain is considered a
somewhat difficult as well as a dangerous operation. In
1842 a lieutenant and several men lost their lives while
attempting it in a launch belonging to the U. S. S. Mis-
souri, then agroiind in the Potomac River. This accident
was due to the chain being stowed in the boat.
A long range of chain should never be carried in the
boat with the anchor. Even when small anchors and haw-
sers are being carried out, heave overboard enough of the
hawser and plenty to spare before letting go the anchor y to
allow it to reach the bottom. If not, the anchor on beinjg
let go, will take the boat with it. A bight of chain is
usually stopped around the boat ready for dropping, and if
this is not enough, more must be paid out. Put check-
stoppers on the chain while it is being stowed in the boat,
securing them to a thwart or ring-bolt ; this will decrease
the danger of the cable's taking charge when paid out.
When about to let go the anchor, make sure oy a cast of
the lead that you have cable enough outside the boat to
reach the bottom, and hang it well to the stern that no
more may run out. If there be a greater quantity of chain
in the boat than can be ranged in one layer, there will be
damage done unless you disconnect at the first shackle and
bring it to the last one, which will be the upper one of the
range paid down.
Let go the anchor with the ring toward the vessel.
In veering chain, lash a capst9,n bar athwart the
stern ; lay the cable over it and veer awav cautiously
fathom by fathom. If the end of another cable is brought
to you, join it ; hang the joining shackle outside your boat,
and throw the bight out, letting both parts hang from the
stem .over the bar — that is to say, nave no cable now
remaining in the boat, and when all is clear, slip the
bight.
This proceeding will suggest the necessity of always
taking pimches, shackle-pins, and hammers in a boat, when
setting out on an anchor expedition.
After letting go an anchor, if the cable remaining in the
boat gets away from you, direct the men to jump overboard
and hang on to the gunwale till the cable is out.
When using a buoy on a bower that is laid out, stop
the buoy-rope to one pee of the anchor and stopper it short
of the (iepth of water ; this insures canting the anchor for
biting.
Warping out (igainst wind and sea, lay out the cable on
your return : if before it, pay as you go.
When likely to weigh a stream or heavier anchor by
238 CARRYING OUT ANCHORS BY BOATS.
boat, put a block on the crown and reeve a double buoy-
rope tnrough it.
In lowering a waist anchor by the tackles to be carried
out, hook the main yard-tackle on the inner arm, and the
fore yard-tackle in the ring to ease it down with the stock
athwartships. A bill-tackle on the inner arm will keep the
anchor from canting too quickly.
Sweeping- tV>v -^Vnchoi'ssj ox* Ca'bles.
Having lost an anchor and chain, attempt first to catch the
chain ; failing in that, the anchor itseli. The position of
the anchor is Known by the cross-bearings taken when the
ship anchored, also the direction of the chain.
First: To catch the chain. Send out boats to pull at
right angles to its direction, each dragging a grapnel after
her.
In addition to ordinary grapnels, use for this purpose
two fish-hooks (hooks used in fishing the anchor), joined at
the eyes and kept apart with their hooks in tne same
direction by a few small battens lashed across their backs.
This is dragged by the eyes, the bills of the hooks are kept
down with a back-rope, which should always be used m
grappling, to clear rocKS and other obstructions.
When the chain is grappled, send out the launch and
weigh it ; hang the bight ana drop the creeper down again,
and so work till the end is l^eached, carry this to the ship,
heave in, and heave up the anchor.
Second : To sweep for the anchor. Weight the bight of
a line for some distance each side the middle, ana put-
ting an end in each of two boats, let them pull across the
position of the anchor. A small chain is the best to sweep
with.
The boats must be well apart^ and the line dragging on
the bottom. Sweep in the direction from ring to crown.
When the anchor is caught, cross the boats and haul up
over it ; drop the bight of a hawser down over the line so
as to catch over the upper flukes, slip an anchor shackle
down over both parts to confine it, warp the ship up, take
one end of the hawser to the capstan, clap a deck-tackle on
the other and weigh the anchor.
A running bowline may be slipped over the upper fluke.
To AVeigh a I3o^ver* Ijry a t«aiiiichL
Fitted Avith a Tr\%nli. Elaving caught the
upper fluke as described above, pass the ends of the hawser
through the trunk, bring to on the windlass and heave
up.
The crown being up, pass the end of the after-stopper
from one quarter around the bow and aft the other side, let
go the bight forward, and it will catch the shank of the
anchor, hook on the luffs, and heave up the stock ; catch
the chain in the same way and heave it up to another
boat.
CARRYING OUT ANCHORS BY BOATS. 239
The boat might be warped alongside as soon as the crown
is up; then sweep a strap under its bottom, crossing the
parts with a round turn around the shank of the anchor.
Hook the fish tackle in the ends, walk up the anchor crown
first until the rinff is high enough to hoot the cat.
To get the anchor up, ring first, sweep the stream cable
under the boat (so as to catch between the stock and flukes),
form a running clinch with the end around the other part,
heave in on the stream, ease off the hawser, haul the ooat
clear, hook the cat when the ring is high enough. Should a
portion of the cable be attached to the anchor, sweep under
it, take the end through the hawse-hole and heave in.
Use the buoy-rope instead of the hawser in heaving up,
if it is strong enough.
A. mJjxi'y A\^iiicllass, in a launch, may be rigged
by having a roimd spar secured athwart the boat, and
working it with straps and heavers, having the hawser,
buoy-rope or cable, led over a roller at the stem.
TO WEIGH THE STREAM ANCHOR BY THE LAUNCH.
Ship the davit or roller in the stern, pass in the boat a
couple of good luffs, straps, spun-yarn, and stuff for stop-
pers. Bring the cable over tne roller, and clap on a luff,
single block to ring-bolt in the bows. Clap luff upon luff if
necessary to break ground. If the anchor holds hard,
heave to a short stay, getting the stern well down, and
helsLj ; then let all hands go forward and try to jump the
anchor out. When aweign, clap the luffs on alternately,
faking the cable in the boat.
When the anchor is up, hang it to the stern of the boat
and pull on board.
CHAPTER XVII I.
PORT DRILLS WITH SAILS AND SPARS, AND MISCELLA-
NEOUS PORT EVOLUTIONS.
Tlie Trampet.* The preceding chapters contain
the prominent features of fitting out a ship for sea. We
have now arrived at that part of the course where the
young officer may be supposed to take charge of the deck
to conduct the usual port exercises.
The regularity and precision of military movements are
not suited to a ship's decks, nor are the commands to be laid
down with the exactness given in works on military tactics ;
but those officers who give their orders in accordance with
the customs of the service, and in a tone and manner which
command attention and inspire respect, will, all else being
eaual, get more work out of a ship's company than those
who coin expressions for the occasion, and issue their
orders as if obedience were doubtful or indifferent to
them.
Ooiiiiiia.iicl^. The commands are of three kinds :
first, the preparatory command, which indicates what is to
be done ; as Ready about! Oet the starboard stun^-sails
ready for setting ! &c. Second, the command of cautioUy
which elicits immediate attention, and which is quickly
followed by the third — the* command of execution; as Haul
well ta ut ! Let go and Hav l I in tacking ; Set taut ! Hoist
AWAY I when setting studding-sails, hoisting boats, &c\
Stand by! Let fall I in loosing sail. (The first or cau-
tionary command is printed in italics ; the latter, or com-
mand of execution, in small capitals.)
When using the trumpet, place it so that the least con-
cave arc of the mouth-piece may rest against the upper lip,
while the greater is below and gives room for the play of
the lower lip.
The commands of caution, haul taut, and stand by, are
absolutely essential when working a number of men (as a
watch, or all hands, for instance), for it is not possible with-
♦ At sea the officer of the watch is required to carry a speaking-trumpet.
This is done, not only that he may liave an auxiliarj', often necessary to the
voice, but also that ne may be readily distinguished as the one, for the time
l)eing, responsible for the safety of the ship.
In port the distinctive mark is a binocular, or the spy-glass.
^■±KJ
POKT DRILLS, ETC. 241
out such commands to get them to exert themselves at the
same instant, as they should do.
The preparatory command, if given deliberately, will be
better understood, though it should not be uttered without
due energy. The cautionary command should be sharp,
quick, and full of energy, while that of execution should
be distinct and emphatic.
PORT EXERCISES.
The following forms of port exercises are based upon the
idea :
1st. That the drills are carried on under nearly the same
conditions as in actual practice at sea ;
2d. That " ready men " are superfluous ;
3d. That the li^nt yardmen start from the tops in work-
ing their yards, sails or topgallant masts. *
The exercises designated as Color Evolutions are those
commonly performed at the hoisting or hauling down of
colors ; such as crossing the light yards or loosing sail in
the morning, and sending down masts and yards at sun-
set.
When exercising in obedience to signal, the squadron
orders will show the time allowed between the preparatory
signal and signal of execution. That allowance is usually
as follows : Crossing or sending down li^ht yards, loosing
or furling sail, the preparatory is hoisted six (6) minutes
before the moment of execution, and the execution signal
three (3) minutes before it is hauled down.
In sending up and down topgallant-masts and yards, the
preparatory signal is made ten (10) minutes before, and the
signal of execution is hoisted five (5) minutes before the
time.
In bending sail the preparatory is hoisted fifteen (15)
minutes before the time of execution ; left up five (5) min-
utes and hauled down. The execution signal is hoisted
three (3) minutes before the time of hauling down.f
In color evolutions, if not exercising in obedience to sig-
nal, give the order of execution at the third roll of the
drum.
If obeying signals, always give the order of execution
the instant the execution signal starts from the truck.
* The practice of sending seamen on the run from tlie sheer-pole to the
cross-trees has frequently resulted in permanent injury to the individual. It is
said to induce heart disease. The light yardmen should not only be sent into
the tops in advance, but in sufficient time to allow them to regain their wind
before going further.— €. B. L.
t In the Training Squadron, it has been customary, after hoistinnf a prepara-
tory signal, to unbend the signal part and hoist the preparatory pennant, as a
signal of execution. This is convenient and saves the bunting.
242 PORT DRILLS, ETC.
That all the squadron may be prepared to cross yards or
loose sail at eight, or for anv other manoeuvre at the hoist-
ing of the colors, the flagship makes it a rule to designate
seven bells (7:30 a.m.) by making a "time" signal at that
hour. The squadron then have an opportunitv of regulating
their time by the flagship, and msu^ing such preparations
for eight as may be necessary.
No exercise aloft is completed while a single straggler
remains above the rail ; the order to lay down from £uoft
should therefore not usually be given until all can obey it.
There are one or two cases (as in crossing yards and loosing
sail) where a certain number of men must remain aloft after
the rest. In such instances, these men perform their duty
promptly, lay down into the tops and remain there until
piped down.
In all port evolutions, as soon as the crew are ordered to
their stations, the men who are to go aloft place themselves
inboard at the foot of the rigging Ikdders on their respective
sides by watches. Men stationed on the head booms place
themselves inboard of the head rail.
When about to lay aloft from the tops, the light yardmen
place themselves at the foot of the topmast rigging outside
of the tops. If going aloft to send down yards, they carry
with them the oending ends of their respective tripping
lines. Once bent, these are often left permanently aloit
during drills, and lie in a loose coil at the foot of the respec-
tive masts.
When the men reach the yards, they should remain at
the slings until ordered out. This rule is general.
Substitute signs for verbal commands whenever practica-
ble. Commands can be frequently omitted with good effect.
For example, in crossing yards or loosing sails, beating
the *• call bv the drum ^or sounding it by DUgle) is a suflB-
cient signal for the men lo lay aloft. So also the third roll
indicates the moment of letting fall, and dispenses with a
certain amount of unnecessary noise.
Should the bugle be used at colors instead of the drum,
give the orders ^^ sound the calV^ and '^ sound o^."
At the first note of the bugle the light yardmen lay aloft
from the tops, or the yards are swayed across, sails let fall,
&c., as the case may oe.
EXERCISES WITH SAILS.
Grenei'al Directions. In all routine exercises
with sails, as soon as the lower yardmen are on the lower
yards, the two out-board men lay out quickly and unclamp
the quarter-irons of the topmast stun'-sail booms. The two
out-board men on the topsail-yards lay out to stop out the
royal and topgallant yard-ropes to the topsail liits in case
PORT DRILIiS, ETC. 243
the light yards are in the rigging. These men should per-
form their duty promptly, and lay out and in together to the
slings of the yards.
At the end of an exercise the same men on topsail-yards
cast adrift the yard-ropes, and those on the lower yards
remain out to clamp the boom-irons after the booms are
lowered, then lay in quickly and down from aloft together.
In loosing, furling, bending, &c., the captain of the top,
or man in charge at the slings of the yard, raises his right
hand, as a signal to his oflficer on dect, the moment when
the sail is ready for letting fall, as the case may be. No
hailing from aloft is needed, and none should be tolerated.
If there are officers in charge of the tops they should re-
ceive and transmit reports in a similar way, and the officers
in charge of the respective masts on deck should also sig-
nify their readiness by signal of the hand to the executive
officer.
For frequent port drills topsail-sheets may be singled
and securea together with the clewlines by means of a
short pendant fitted with sister-hooks connecting sheet and
clewline to the clew of the sail.
The tacks and sheets may also be singled, or you may
reeve one piece of half -worn rope, long enough for both
tack and sheet, form a cuckold's neck in the middle, lead
one end aft and the other forward. In the place of the
regular clew-garnet reeve a rope through the clew-garnet
block, half -hitch it to the cuckold-neck: in the tacK and
sheet, leaving enough to splice in a pair of sister-hooks,
which hook into the clew, tnus connecting tack, sheet and
clew-garnet to the sail.
These single tacks and sheets answer all purposes for
drilling, and preserve the regular ones.
Use single ropes' ends for trysail sheets.
TO LOOSE SAIL TO THE BUNTLINES.
{Color Evolution.)
The preparatory signal being made, direct the boatswain
to call :
Loose Sail!
When the men are up :
Man the clew-jiggers and buntlines ! *
This command shows how the sails are to be loosed.
Let go and overhaul leechlines, reef tackles, brails, and
bowlines; also tacks, sheets, clew-garnets, and clewlines,
if hooked.
When preparatory signal is hauled down :
* If clew-jiggers are not used the clewlines should be kept fast and the
Imntlines hauled up square with the yard.
•-i44 PORT DRILLS, ETC.
LOOSERS OF TOPGALLANT SAILS AND ROYALS IN THE TOPS I
As execution signal is hoisted :
Beat the call ! Aloft sail loosers !
Man the boom tricing-lines !
Trice up ; lay out ; loose !
Keep fast topgallant and roval clewlines.
If tne light yards are not aloft, the ^ard-ropes should be
overhauled. The light sails are loosed m the rigging.
If ship has fires li&^hted, cast off forward stops of the
covers of the main-sail and main-topsail, so that the sails
will drop clear. Sail covers are taken off the fore and aft
sails and head sails.
The officers having signalled their readiness : Stand by !
To the drummer: Roll off! At the third roll, or when
execution signal "leaves the truck :
Let fall !
Lay in ! Lay down from aloft !
The buntlines are hauled up about two-thirds of the top-
mast, or square with the yards. Top-gallant sails and roy-
als hang down, their clews hauled up snug. The head sails
are spread on the booms, heads of fore and aft sails hauled
about half-way out.
The booms remain triced up.
Do not allow the leeches to be stopped in along the
yards.
When loosing, if the sails are reefed, first let fall, shake
< >ut the reefs and then pull up the buntlines or haul out the
bowlines, as the case may be.
If boats are to be lowered at colors, give the command
in season:
Bont-keepevfi aft to lower your boats! and lower at the
tliird roll. The falls should be hooked in their beckets and'
hauled taut, boat stoppers passed inboard and the boats
liauled out to the booms, with their colors set, awnings
»-|>read, or sails loosed, as may be tho example of the flag-
sliip. In addition to the boat-keepers of the day, their re-
liefs lay aft to tend the boats' falls.
TO FURL SAIL.
{Loosed to the buntlines.)
The preparatory signal being made, direct the boatswain
to call :
Furl sail!
If the light yards are across, on hauling down the pre-
paratory signal :
Topgallant and royal yardmen in the tops !
Have hands by the clew-jiggers and buntlines, man the
buntwhips, spanker and trysail brails.
PORT DRILLS, ETC. 245
As execution signal is hoisted :
Aloft topmen! Lower yardarin on the sheer pole!
Topgallant and royal yardmen start at this command
from the tops.
Aloft lower yardmen ! Lay out 1 The men all get
in their places, the sails not to be handed until the execu-
tion signal is hauled down, then :
Furl away !
The leeches are passed in rapidly, the sail gathered up
snugly, and the caskets passed square. When ready, the
clew-]iggers and buntlines are eased down and buntwhips
hauled up. Haul taut clew-lines and topsail sheets, clew-
Kamets, Dowlines, leech-lines and brails. Put covers on
fore and aft sails.
When ready aloft :
Lay in ! Stand by the booms !
Down booms ! Lay down from aloft 1
And then :
Square Yards !
Haul taut the rigging, square yards as described further
on, clear up the decks and pipe down.
If the light yards are in tne rigging, the sails are furled
there — ^the light yardmen laying up in the lower rigging
after the men have been sent aloft.
It will be noticed that the time of giving the commaml
to Lay aloft and to fi'RL differ from the instructions given
in the signal book ; but the method adopted is the best to
insure the working together of other ships with the flag-
ship. This is presumed to be the object of port drills in
squadron.
If the drills are to be competitive in their character, an
easy method of attaining the object is to hoist a general
signal without preceding it by the preparatory.
Rema^rl^cs on F'urling-. To furl a sail well,
every cloth must be gathered up in handfuls, and each
handful stowed. When this is done, let all hands lay
hold of the skin ; shake the slack canvas into it, and theii
toss the sail up, bringing the skin as a covering over the
upper side of it. The bunt in this way will be low and
round. The outside only will be wetted in the event of
ram, and will dry without even being loosed.
Hig-Ii And Low Bxintn. Low, or rolling bunts,
require bunt-gaskets, and are tedious to stow, anoT secure
snugly ; high or French bunts require no gaskets, but
secure to the topsail-tye by a becket and stop. Being
larger, and more open abaft, the slack sail is more easily
stowed in them than in low bunts ; neither is any time or
labor lost about bunt-gaskets, a circumstance not to be
overlooked, in competing with other vessels.
The look is a matter of taste : in foreign navies topsail
yards are thought neatest, with first or second-reef earings
240
PORT DRILLS, BTC.
hauled partly out, but neither reef -points tied, nor bunt-
gaskets on. In our service the reefs are never hauled out
for furling and the bunt is peaked up by the bunt-jigger.
Bunt-gaskets are used in addition, though objected to by
many officers, as superfluous.
The proper place for the bunt- whip glut is two-thirds the
depth of the first reef.
TO LOOSE SAIL TO A BOWLINE.
{Color Evolution.)
Preparatory sic^nal being made, the boatswain and his
mates give the call :
Loose sail !
The men bein^ up. Lead along and man the bowlines and
head halUard.s! This indicates the manner in which the
sails are loosed.
As preparatory signal is hauled down :
LOOSERS OF TOPGALLANT SAILS AND ROYALS IN THE TOPS I
Let go and overhaul clew-jiggers, buntlines, leechlines^
down-hauls, reef -tackles, brails, and royal and topgallant
clew-lines. Lead out and man bowlines, head hiSliards
and sheets and spanker and trysail out-hauls and sheets ;
but a turn is kept on the pins till the men are ready aloft.
On hoisting of execution signal :
Beat the call! Aloft sail loosers !
Man the boom-tricing lines! Trice up !
Lay out ! Loose ! Toggle the boivlines!
At this order the men in the bunt toggle the bowlines to
the buntline toggles. Unhook topsail sheets and clewlines;
or. overhaul the latter roundly.
The sails being ready and gear manned :
Stand by !
To the drummer : Roll off!
At the third roll (or when execution signal leaves the
truck) :
Let fall ! Haul out ! Hoist away I
Lay in ! Lay down from aloft !
The men on deck run away with the bowlines and head
halliards. The bowlines are hauled out square, the courses
let fall so as to hang square, head sails hoisted, and sheets
hauled aft, fore-and-aft sails hauled out, and trysail sheets
and spanker out-haul hauled aft.
Overhaul roundly the topgallant and royal clew-lines^
In foreign navies the topgallant and royal sheets are
hauled taut — ^the plan is not generally followed in our own
service. The booms remain triced up.
Observe remarks about reefed sails under Loosing to
the Buntlines.
PORT DRILLS^ ETC. 247
TO FURL SAIL FROM A BOWLINE.
The preparatory signal being made^ call :
Furl sail !
When preparatory signal is hauled down,
Topgallant and royal yardmen in the tops 1
Man the clew-jiaqers and huntlinesj head down hauls ,
spanker and trysau oralis!
Man the above-named gear, also the leechlines, top-
Sallant and royal clew-lines, and spanker and trvsail head
own hauls and clew ropes. Tend the head sheets and
halliards, trysail and spanker outhauls and top bowlines.
Signal of execution being hoisted :
Aloft topmen ! Lower yardmen on the sheer pole!
Aloft lower yardmen !
The topgallant and royal yardmen start from the tops
as the topmen start from tne deck.
Haul taut! Shorten sail 1
The men on deck let go the gear tended, and haul on the
gear manned.
Lay out 1
The men take their stations on the yards.
As the signal of execution is hauled down :
Furl away !
The bunt-jigeers are hauled taiit as soon as practicable
and bunt roused up, top bowlines untoggled and hitched to
the neck of the topsail tye-blocks, bights overhauled down
and stopped to the forward part of the top. Unhook clew-
jiggers and hook them in the top, hook clew-lines and sheets
and tacks, if unhooked before loosing.
The head and fore-and-aft sails are stowed and covers
put on.
When ready :
Lay in!
Stand by the booms ! Down booms 1
Lay down from aloft !
Then square yards, clear up the decks, and pipe down.
HAVING LOOSED TO A BOWLINE TO SHORTEN SAIL.
If the sails are sufficiently dry, it is usual to furl at
seven bells in the forenoon watch ; before furling, however,
it may become necessary to shorten sail. When a fresh
breeze springs up, a ship with so much canvas gets uneasy
at her anchor ; or, there may be indications of rain. For
whatever reason, if it becomes desirable, call
Shorten sail !
And when the people are up.
Aloft top-gallant and royal yardmen !
248 PORT DRILLS, ETC.
Man the clew-Jigaers and buntUnes, head doum-hauls!
spanker and trysail brails I
Man and tend the gear named under Fxtrlino from a
Bowline.
Haul taut ! Shorten sail I
Furl the topgallant sails and royals ! Stow the
plying jib !
Furling the light sails before the rest is a common prac-
tice, particularly when short handed. It is entirely op-
tional, however, and if preferred to furl all together, the
orders relating to them will be omitted. The same applies
to them when in the ri&^^in^. At the order. Shorten
sail, the bowlines and hailiaras are let go, the head sails
are hauled close down, the square sails are hauled up by
the clew-jiggers and buntlines, and the trysails and spanker
brailed up.
TO MEND SAIL
If the sails have been badly furled, or for any other rea-
son require restowing, the preparatory signal will be made.
Call:
Mend sail !
When the men are up, as the preparatory signal is hauled
down :
LoosERS of the topgallant-sails and royals in the
TOPS !
On hoisting of execution signal :
Aloft sail loosers !
Man the boom tricing-lines !
Trice up ! Lay out !
On hauling down of execution signal.
Mend the furl !
The gaskets are cast oflf and the sails are restowed, with
a fresh skin outside, the gaskets secured afresh.
When completed.
Lay in ! Stand by the booms !
Down booms ! Lay down from aloft I
If the sails are very badly furled, send aloft the
PURLERS instead of the loosers, and Let fall! then
Furl away !
The clew-jiggers and bimtlines are usually run up a
few feet while mending the furl, lowering as the bunt is
^stowed.
BENDING SAIL.
In practice, square sails should be kept on board ship (if
the sail-room space permits) ready for bending, made up a.s
furled.
PORT DRILLS, ETC. 241)
Preparations for I^eYiding-. All square sails
are fitted with gaskets, stitched on the head at equal dis-
tances.
Seize the sail straps to the heads of all three of the top-
sails at the middle eyelet holes ; let them always remam
there, and when using them, after the sail is roUea up, carry
the foremost leg round the after one, and seize its bight to
its own parts. Topmen are very apt to cut this seizing too
soon ; but by having the strap fast to the head, their mis-
take may be partly remedied by a pull on the sail burton,
which is always hooked to the after leg.
rFopsaiiH. Haul the head of the topsail along the
deck, after side downward ; gather all the slack canvas
back from the head ; lay the second reef -band along the
head, and haul this and the head taut fore and aft by the
earings. Bring the leeches as far as the reef -tackle cringles
along the head ; knot the fourth reef -earing into the third
reef-cringle, and the third into the second ; carry the clews
into the quarters about six feet over the head ; bring the
buntline toggles about a foot over the head between the
clews : coil all the remainder of the roping, so as not to
ride, leaving the bowline cringles out; face the foot and
gather up ; then face the head and roll up, pass the gaskets
taut ; stop the clews up abaft the head, after having passed
them over the fore part of the bunt ; seize the strap ; hook
the sail tackle ; knot the second reef -earing into the first
reef -cringle, the first into the head, unless buU-earings are
used on the yards ; and secure the head-earings along the
top of the sail on each side.
Fig. 373 and Fig. 375, Plate 7*3, show the mode of passing
sail straps. The latter with single legs is preferable for
f)ermanent straps, as it is easier to stow away aloft. Each
eg should be seized to the head of the sail.
Oonrsef^. Place, open out and stretch the heads of
the courses taut along the deck well amidships, after sides
down ; the foresail on the starboard side of the forecastle,
port head-earing well forward ; the mainsail in the port
gangway, bunt abreast the mainmast, starboard head-earing
forward ; gather the sail back from the head, making a
smooth surface ; stop the first reef-cringles to those of
the head-earing ; pass the leeches taut untu within six feet
of the clews, leaving the leechline cringles out. If the
leeches are too short to allow the clews to reach to the bunt
by taking the first reef -cringle to the head-earing cringle, a
bending cringle must be worked on the leech about a foot
under the head-earing cringle ; in which case, make the sail
up without seizing the first reef -cringle to the head-earing.
ghe yard-arm jiggers will hoOk to the bending cringle.)
aul the clews and the remainder of the leeches out clear of
the head of the sail ; carry the foot-rope up to the head,
leaving the buntline toggles out clear about the middle of
250 PORT DRILLS, ETC.
the sail ; gather sufficient of the slack sail to make a long
low bunt; the men cross over, face the head, roll up taut
and pass the gaskets ; coil and stop the earings to head of
the sail ; take the clews over, around and under the sail, and
stop them to the head of the sail ; place marks on the head
of sails, at distances from the middle equal to the distance
from the slings to the leechline blocks on the yards, so that
the leechlines will haul the sail up fair in benaing.
In bending courses and topsails together, the topsails
are placed fore and aft forward of their respective masts,
fore and mizzen on the port side, main on the starboard
side. The courses are atnwai*tships under their respective
yards.
Oear for Bendina Topsails, The sail burton, hooked be-
fore the sail leaves tne deck ; yard-arm jiggers, hooked when
sail is aloft.
1st. The sail burton is the top burton of the side on
which the topsail is swayed aloft. The upper block is
hooked into a strap at the crotch of the topmast-stav ; the
lower block and fall are sent on deck forward of all. To
the hook of the lower block secure a tail-block, through
which reeve the fall, leading it thence through a snatch-
block hooked to a bolt well forward. This arrangement
guys the sail clear as it goes aloft. The fall leads aft for
the fore and main, forward for the mizzen. The lower
block of the sail burton hooks into the sail strap. Fig. 266,
Plate 38, also Figs. :37:} and 375, Plate 72.
2d. The yard-arm jiggers have the lower blocks hooked
at the forward side of the top rim, ready for hooking into
the second reef -cringles of the topsail as soon as they are
high enough.
The topsail reef -tackles are used for this purpose.
Oear for Bending Courses, Buntlines, leechlines, and
yard-arm jiggers; all bent (or hooked) before the sail leaves
the deck.
Toggle the buntlines to the sail ; pass them abaft, under
and up forward around the bunt of the sail, around their
standing parts, and stop to their own parts.
Leechlines are clinched to their cringles and stopped to
their marks at the head of the sail.
The yard-arm jiggers are the reef -tackles ; lower blocks
hooking to the lirst reef-cringle, head-earings hitched to
standing parts oi the jiggers.
Gear for the Jib, The down-haul and halliards, and a
strap around the body of the sail to which the halliards are
hooked and down-haul bent.
Oear for the Spanker, If the gaff is not lowered, a whip
from unaer the top to hook into a strap around the head of
PORT DRILLS, ETC. 261
the sail. The detail does not differ from the description of
bending spanker given under Sails.
The Qourses, topsails, jib and spanker are generally bent
together. To perform the evolution, at the preparatory
signal the boatswain will be ordered to call *' Bend sail."
Loosers of topsails and courses, and men stationed at
boom tricing-lines, stand by to lav aloft.
The balance of the men in each part of the ship go below
and rouse up the sails, or if the hatches open fair to the
sail-room, clear these hatches away to rouse up the sails
from below with the spare main-top burton , overhauled
down abaft the top, or with the trysail vangs.
On hauling down of preparatory :
Aloft sail loosers ! Loosers of courses go on the lower
yards, overhaul lower blocks of clew-jiggers to the deck,
stand by to carry out upper blocks, cast adrift bunt-whips,
overhaul buntlines and leechlines to the deck.
Loosers of topsails ; shift upper block of sail-burton to
strap on stay, send down lower block and fall, forward ;
hook lower blocks of yardarm-jiggers to top rim, stand by
to carry out upper ones, secure back cloths, unless these
are sewn on the sail, cast adrift buntlines and bunt-
jiggers.
1/OOsers of jib lay out and bring in jib halliards and end
of down-haul, place centipedes.
On deck, let go and lead cut sail-burtons, buntlines,
leechlines and jib down-haul, lower spanker gaff and pre-
pare sails for going aloft as before directed.
Carry out yardarm-jiooers ! The men lay out with
the upper blocks and hook them, unclamp the booms, and if
the lignt yards are in the rigging stop their yard-ropes out
of the way.
Lay in on the yards ! The men aloft lay in and stand
by to receive the sail !
Man the sail-burtons and buntlines ; jib-halliards !
As the sifipal of execution is hoisted :
Haul tarn ! Sway aloft ! Pull up on the jib-halliards,
raising jib well clear of the rail ; run away with the sail-
burtons and jib down-haul. When the bunt of the top-
sail reaches the lower yard, start up the courses.
The yardarm-jiggers and leechlines should not be
touched, the sails hanging up and down the masts by the
burtons and buntlines. When high enough, with the
second reef cringle of the top-sails above the tops and the
bunt of the course abreast of its yard :
A turn with the burtons ! The men in the tops slew turns
out of the sails and hook the yardarm-jiggers.
Hook the bunt-whips and take the weight of the bunts
off the sails, the sail-burton can then be unhooked and the
strap gotten out of the way.
'Zrti POST DRILLS, ETC.
Stand by to lay aloft !
and when ready :
Alopt topmen ! Lower yardmen on the sheer pole!
Aloft lower yardmen !
Man the boom tricing-lines, yardartn-jiggers and leech-
lines !
Trice up I Haul out ! Lay out ! and bring to I as
the signal starts from the truck.
At the order Haul out :
Tap-sails are hauled out taut along the yard by the yard-
arm-jiggers, the burtons slacked until the middle bending
hole is abreast the jackstay.
Courses are hauled out by the yardarm-jiggers and
leechlines ; jib is swayed out by the down-haul.
At the order '' Bring to :
1st. Secure the midship stop and two robands of a side.*
2d. Pass two turns of the head-earings through their re-
spective eye-bolts and four turns through the thimble of the
backer and head-earing cringle.
3d. Secure the balance of the robands.
4th. Cut adrift the buntlines, leechlines and sail-strap^
and haul the former up clear.
Let go on deck ana cast off the yardarm-jiggers^ stand
by to carry in their upper blocks, hook the topsail reef-
tackles to their proper cringles ; hook the reef pendants to
the courses ; hook and haul taut buntwhips, toggle top-bow-
lines and topsail buntlines ; hook sheets and clew-lines to the
clews ; shackle tacks and sheets and hook clew-garnets to
clews of courses ; shift upper block of sail-burton to mast-
head pendant ; round up the burton on deck, shift its lower
block and fall abaft the topsail yard to its place.
The jib is swayed out bv its down-haul at the order
"sway aloft," tending the halliards ; land the tack on the
boom, book the tack, shackle the sheets, shift the down-
haul and halliards to their proper places, take off sail-strap,
hoist the sail as the hanks are being secured. Then haul
down and stow it, and put the cover on, unless sail is to be
made.
While the sails are bein^ bent, the signal will probably
be made. Make sail ! Order :
Stand by to let fall: Man the topsail sheets and hal-
liards !
*A metallic roband consists of a ga]vanize<l iron book which hooks upon the
bending jackHtuy and which has, on its forward side, a projecting lug. like a
button. The Iiend of this button is pierced with a thwartship hole. In bending,
the roband eyeha on the sail is put over the head of the lug, and when all the
robands have been attached, a piece of ratline stuff is rove through the heads ol
all the lugs, forward of the sail, as a preventer. The hooks trayerse on the
jackstay, so that the head of the sail may be stretched at any time by hauling on
the head earings without unbending the sail.
PORT DRILLS, BTC. 25?
The sail being bent and loosed :
Stand by ! Let fall !
Sheet home !
Lay in ! Stand by the booms 1
Down booms ! Lay down from aloft I
and proceed as in Making sail.
It is always advisable to proceed as above in bending new
sails or preparing for sea, to see if the gear is property bent
and the sail sets well.
Should there be no signal for making sail after bending,
then, the sails being bent and the furl " mended," as neces-
sary, order :
Lay in ! Stand by the booms !
Down booms ! Lay down from aloft !
The booms are lowered and clamped, and all the men
lay down from aloft, without straggling.
To Bend tlie Lig-ht Sa^ifs. The light sails
are penerallv bent immediately after the others, to do
which, give tne command :
Stand by to bend the light sails ! At this the yards are
prepared for getting out of the rigging, and the flving-jib
for going out, on the port side, owing to the lead or the
downhaiu ; when ready —
Man the topgallant and royal-yard ropes ! flying-jib hal-
liards !
Haul tant ! Sway out of the chains I Pull up on the
flying- jib halliards, and then haul out the flying-jib by the
down-haul at the same time that the yards are swayed in-
board. The yards being clear of the hammock nettings —
Lower away together !
The sails are bent and neatly furled, with the clews in ;
the yard-ropes hooked and manned ; the flying-jib being
bent at the same time. Then, command :
Man the yard-ropes !
Haul taut! Sway out together!
When placed in the rigging the bunts of the light sails
should be slewed outboard.
On board large ships, it is convenient to get these yards
in and out of the rigging with the lower clew-jiggers.
TO UNBEND SAIL.
{Port Routine — Light Yards in the Rigging.)
At preparatory signal, call :
Unbend sail 1
On hoisting of execution signal :
Aloft sail loosers !
The loosers of courses, topsails, jib, flying-jib, spanker
and trysails go to their stations.
/
254 PORT BRILLS, ETC.
Man the boom tricing-lines !
Trice up ! Lay out and unbend I
Cast gaskets adrift from the yard and pass them around
sail.
On Topsail-lkTarcl. Cast off midship stop, im-
hook the bunt-whip and secure it to the tye, secure the
buntlines around the body of the sail, take the bight of the
buntline on the side opposite to the one on which the sail is
lowered, and stop this bight snuglv to the head-earing
cringle. Hitch bowlines to tyes, unhook clews and stop
them to the buntlines, unhook reef-tackles and pass the
lower blocks into the top ; pass slij) stops if necessary to
hold up the sail, single the head-earings for easing away,
cut robands.
Make similar preparations on the lower yards, except
that the leechlines are secured to the slings and the reef«
pendants stopped along the yard to the jack-stay.
Hea^d. ^a.ilis. Cast adrift sail covers, secure them
with the sails, unshackle sheets, stopping them to the stays,
cap or wythe, as the case mav be, pass stops around the
sails, cast off gaskets, unhook the tacks, hook the halliards
and secure the down-haul to a strap around the body of the
sail, cut adrift the hanks, or untoggle them.
Trysails^ &c« Let the covers fall on deck, hook
whip under top and to strap around head of sail, unbend
head out-haul and down-haul and throat lashing, cut adrift
stops on hoops of gaff and mast, cast off tack lasning.
Man the nead halliards, tend buntlines, trysail whips,
brails and clew-rope and head down-hauls.
Stand by !
When execution signal is hauled down —
Ease away !
Ease away the earings, let go the slip stops on the yards,
run away with the topsail buntline of the opposite side,
tricing up the upper earing of the topsail. Run the head
sails up by their halliards some ten or twelve feet.
Lower together !
The men aloft see the vards clear of stops and yams, and
if so ordered strip them of reefing beckets and back cloths,
unless the latter are stitched to the sail. Ease in the head
sails by their down-hauls.
When ready —
Lay in ! Stand by the booms I
Down booms ! Lay down from aloft !
Then square yards, haul taut the gear and pipe down.
If the light yards are in the rigjging, sails oent, the sails
may be unbent in the rigging, but it is decidedly more ship-
shape to sway out of the chains and unbend inboard after
the evolution aloft has been performed.
If the light yards are aloft, sails bent, see Unbend sail
AND SEND DOWN TOPGALLANT AND ROYAL YARDS.
22
?OBT DRILLS, ETC. 255
Note. A handsome method for unbending topsails in
port is to reeve a li^ht line from deck, through a tail-block
on the lift, at the side iipon which the topsail is to be lowered,
taking the end along the yard and bending it to the opposite
head-earing. At order "ease away" keep fast the nead-
earing on the lowering side, ease away tne other earing,
hauling on the light line on deck and rousing over one head-
earing toward the other.
At order " lower away," lower the buntlines, keep fast
the light line and head-earing for a moment, to fully aecide
the sail's lowering well clear of the lower stay, top rim,
lower braces, &c., then lower rapidly together.
TO MAKE SAIL.
Preparatory signal will be hoisted ten (10) minutes before-
hand.
Direct boatswain to call :
Make sail !
As soon as the simal is made out, get the lower booms
alongside and unhook topping-lifts ; cast adrift rid^e-rope
and top up spanker boom. The crew ^o to their stations as
in 'loosing sails." In addition, hook leaders and snatch
topsail halBards and lead the halliards and sheets out ; lead
jib halliards through a leader hooked forward, and close
amidships, clear of the topsail halliards ; lead out spanker
outhaul ; lay down on deck, tacks, sheets, buntlines, clew-
lines, clew-garnets, leechlines, reef-tackles, down-hauls,
brails, braces, lifts and bowlines.
Signal of execution will be hoisted three (3) minutes be-
forehand.
loosers op the topgallant-sails and royals in the
tops!
Will be given as soon as the signal of execution reaches
the truck.
As the signal is hauled down :
Aloft sail loosers !
Man the topsail sheets and halliards ; jib halliards and
spanker outhaul !
The starboard fore and port main topsail halliards are
manned bv a few hands, and a good strain is kept upon
them, while the topsail yards are being hoisted.
Lay out ! Loose !
Will be given as soon as the men reach the vards. Keep
the sails well up on the yards and on the head booms : over-
haul topsail buntlines, tore and main leechlines ana bunt
whips ; the men on deck let go topsail buntlines and reef-
tackles ; tend bunt whips and topsail clewlines, down-hauls
and brails.
Stand by I
^.Vj PORT DRILLS, ETC.
Let fall I Sheet home ! Lay in ! Lay down from
ALOFT !
Hoist the jib ! Haul out the spanker 1
Tend the braces !
Hoist away the topsails !
Will be given when all ready aloft and about decks.
Make a short pause after the cautionary command "stan<l
by." The remaining parts of the command, save the last,
are given in quick succession. The jib is hoisted and the
spanker hauled out. The command to *' hoist the topsails"
is given as soon as the men are off the yards. The loosers,
(»xcept those stationed aloft to light up gear, rapidly la}*"
down from aloft and in from off the head booms, and clap
on their respective topsail halliards. The clewlines are
eased down, to prevent accident to the men on the lower
yards. The topsail braces are let go and tended. The miz-
zen topsail is hoisted by the men stationed on the halliards;
the men on the fore and main topsail halliards walk re-
spectively aft and forward, cross the deck abaft the engine-
rr>om hatch and forecastle, and clap on the main and fore
topsail halliards.
Well the mizzen topsail! Belay the fore topsail
halliards I Belay the main topsail halliards !
Will be ©Yen when the leeches of the respective topsails
are taut. The topsail halliards are belayed, unsnatched,
and coiled down clear for running.
Topgallant sheets and halliards!
Will be given as soon as the topsail halliards are be-
layed. The gear will be manned, and the topgallant clew-
lines, buntlines and braces tended.
Sheet home and hoist away the topgallant sails!
The topgallant sheets are hauled home ; the sails hoisted
to a taut leech j the braces are let go and tended. When
the sails are hoisted and the sheets home :
Royal sheets and halliards ! Flying jib halliards!
Overhaul down-haul and royal clewlines ; tend royal
braces.
Sheet home, hoist away ! hauling aft the port (star-
board) flying jib sheet.
The halliards and sheets are belayed and coiled down
clear for running.
Man the port {starboard) head and main, and starboard
(port) crossjack braces :
Fore and main tacks and sheets: let go and overhaul the
lower lifts : Clear away the bowlines : will be given as soon
as the royals and flying jib are set.
Haul taut ; brace up : clear away the rigging : haul
ABOARD.
A short pause is made after the cautionary command.
The yards are braced sharp up on the starboard (port) tack,
and the courses set as when ''by the wind. '
I
i
PORT DRILLS, ETC. 2o7
Haul fduf the weather lifts: steady out the bowlines:
Lay down from aloft:
Will be given as soon as the previous command has be(»n
executed. The lifts and bowlines are hauled well taut;
everybodv will lay down from aloft. The men on deck will
see everything clear for shortening sail,
A common error in this evolution is to man the topsail
sheets heavily, and ensure getting the sheets home before
attention is paid to hoisting rapidly. This makes heavy
work for- the sheets, sawing the foot of the sail across the
stay. It is better to put all but a few hands on the hal-
liards till the sail is about two-thirds up, then if the sheets
are not home, break off hands from the halliards to the
sheets as required.
TO SHORTEN SAIL
{Ship under all plain sail by the wind,)
, Preparatory signal will be hoisted ten (10) minutes be-
fore clewing up. Direct the boatswain to call :
Shorten sail!
When the preparatory signal is hauled down, the men
stationed in the tops to light up rigging and to lay out on
the lower yards to attend at tne topsail sheets, are sent
aloft: the former will go to the topmast lieads and over-
haul down the clew-jiggers forward of the topsails, and
the latter to the quarters of the lower yards, and stand by
to carry out the lower blocks. The men on deck lead out
the royal and topgallant braces, clew-lines, topgallant bunt-
lines, nying jib down-haul, and fore and main clew-garnets,
buntlines and leechlines.
Signal of execution will be hoisted three (3) minutes
before clewing up.
Man the royal and topgallant clewlines : flying jib down-
haul : fore ana main clew-garnets and. buntlines !
Will be given when the signal reaches the truck.
The fore and main clew-garnets, buntlines and leech-
lines ; royal and topgallant clewlines, weather braces, top-
gallant buntlines and flying jib downhaul are mannea.
Have hands by fore and main tacks and sheets, royal and
topgallant sheets and halliards, lee braces and flying jib
halliards. The men on the lower yards lay out and nook
the topsail clew- jiggers.
Haul taut : Shorten sail 1
Will be given when the signal of execution is hauled down ;
a short pause is made after the cautionary command. The
t?ear tended is let go, the lee royal and top-gallant braces
are let go and belayed at their square marks; run away
with the gear manned. The courses are hauled up: the
• J':"K'ri. ari'i tr.r w-a^r.-r-r.-r^T^ r^'ini-ii in an-i b^-iavt^l at
tr.^ir vj'iar*r rriark*: ;h-r i^jin^ j:'r> i-» haul-'i down. Tht-
ta/^:itM. .-^r-*^*.*. and L^Iliar»i-'* ar^ Li^-»i taut and belayed;
X\i*z W.*rf:r».\u>^., bintlin-^. c;*rw-s^am«rts. clrrw-lines, braces,
and doT«rn-r.A'jl are c.il-tl down.
Tend th*' topsail ^L»^t>. jib halliard-^, spanker outhaul
and V>p >K^wlin*-<*.
Haul ianf / Shortev sail !
Hi*; jib i.s hauled dr» wn and spanker brailed up; tht-
}fffw]ir}f^ are let ^o; the men run away with the topsail
clewdin^-M and buntlines. until up to their marks. The
ci';wdineH and buntlines are belayed and coiled down.
JUan the weather brciees ! Stand by the topsail halliards f
will be ^yen an h^mju as the topsails are clewed ap. The
men jump to the weather lower and topsail braces, and
lower liftSy and stand by to lower away on the topsail hal-
liards.
The men on the lower yards, unclamp the studding sail
iKH^ms, and lay in to the slm^ of the yard.
Settle away the topsail halliards! square away !
Will >>e given as soon as the gear is manned. The topsail
halliards are lowered roundly, until the topjsail yards are
down, when haul them taut, belay and coil them down.
The braces are hauled in and the lower lifts down and
belav(;d at their square marks, and coiled down.
Furl sail !
Will be given when the "signal of execution" for that
evolution is hoisted. This order will be repeated by the
boatswain and his mates, and executed as per furling sails
when looH(?d to the buntlines. But after '^ Aloft lower
YARDMEN, add : Man the boom tricing lines! Trice up !
If the ch^w-jiggers are already hooked (or not used) the
nuai stationed on the lower yardarms are not sent alott till
(execution signal is hoisted.
TO SQUARE YARDS.
Th(^ yards are generally squared daily in port at seven
bcOlH in thi' morning watch, and also after any exercise
aloft.
Ordor :
SguARK yards ! Call away the cutter!
Mastnion lay down braces and falls of lower lifts. The
Htiuuro vardniiMi stand bv to lay aloft.
The boatswain should first assure himself that the slings
of tljo light yartls are down in their places^ and also that
the nuists an^ proi>erly lined ; particularly the lofty spars
PORT DRILLS, ETC. 259
which are apt to get out. Then commencing forward, the
boatswain squares the yards by the braces, fining them by
the break of the forecastle, coamings of hatches, &c., as
may be most convenient.
The yards being squared by the braces, and the cutter
manned at the port gangway, as the boatswain leaves the
side command —
Aloft square yardmen !
Get the lift-jiggers on !
The square yardmen stand by to come up the racking^
seizing and tend the lifts. The boatswain pulls ahead of
the ship, the chief boatswain^s mate lays out to the flying
iibboom end, and repeats such orders as are issued by the
boatswain. The boatswain's mates place themselves at each
mast, and carry out the orders received.
When the yards are square by the lifts and braces, the
boatswain's mates go to the sides or poop to repeat such
orders as the boatswain may give in pulling around the
ship.
The boatswain carries with him a white, a red, and a blue
flag, each bent to a short staff, to denote respectively yards
on the fore, main, and mizzen masts. He faces the ship. A
flag held in the left hand signifies yards to starboard, that
is, the starboard lift must be hauled upon; in the right
hand, yards to port, port lift to be hauled upon.
For lower yards the flag is held depressed at an angle of
For topsail yards it is held horizontal.
For topgallant yards it is elevated 45°, and for royal
yards held vertically over the head.
Signal for topping up lower booms with empty hand.
The lower yards are squared first, beginning with the
fore, then the upper yards. In squaring the topsail-yards
by the lifts the laniards are come up to two or three turns,
and the jiggers hooked and hauled taut — that when topping
up on one the other may be eased by the jigger steadily.
When belay is piped clap on a heavy racking of spun-yarn.
In squaring light yards by the lifts, terid the oraceSy or
the yards will get bowed. The boatswain's mate at the
mast must see fnat in checking a light brace the yard is
kept square by the braces. Sometimes a hand must be sei .t
aloft to ride a light yard down.
Having squared the yards, the boatswain pulls around
the ship, directing all gear to be hauled taut, and boats and
lower Dooms squared. The stun'-sail booms should be
rigged out alike and heels square, gaflfs peaked up alike,
the head booms properly stayed (usually straight, or with
a slight downward curve — never with an upward curve).-
Harbor clothes-lines should be on a level from fore to miz-
zen mast, whips hauled up alike.
See that no ropes' ends are overboard or hanging from
2(70 PORT DRILLS, ETC.
the tops ; windsails squared ; hammocks leveled ; clew-
lines chock up : and that the tops, chains, &:c., look neat.
When satisned, the boatswain returns on board and re-
ports to the officer of the deck :
The yards are square and the rigging hauled taut.
And the decks being cleared up, he is directed to
PiPB DOWN !
At which the square yardmen lay down from aloft to-
gether.
HANDLING LIGHT YARDS.
For description of fittings on the yards see BiGOiNa
Ship.
Ti^ippinor Lines. The hauling end reeves through
a small tail-block. In port the other end is kept perma-
nently bent to the snorter, and when the yard goes aloft it is
toggled at the slings. It serves in this way to guy the yards
clear when going aloft.
In sendingdown the toggle is slipped at the first roll.*
^ITaiTcl Itopew. Tne after or hauling part of the
yard-rope is kept coiled down in the top, and is paid down
on decK and rove through a snatch-block hooKed to the
deck, abaft the mast, when prepared for use.
When not crossed the yards are kept in the lower rigging,
the topgallant yard on one side and the royal yard on the
other, their lower ends resting in a becket or stirrup, and
the upper end secured to the lorward shroud.
The fore and mizzen topgallant yards are kept on the
port side, the main on the starboard.
When the light yards are crossed the gear should always
ho bent and clear for making sail. The *' gear " comprehends
topgallant and rojal sheets and clewlines, topgallant bunt-
line and bunt-whip.
13u.lI-Hope for topgallant yards. A small bull's-
eve is secured to the forward swifter, at the height of
tlie upper topgallant yard-arm, when the yard is m the
rigging.
The bull-rope has a good-sized eye formed in its upper
end, and a small whip from the pm-rail tailed on to its
lower end ; or it mav reeve through a leader at the rail,
then through the bulrs-eye, with the standing part seized
to the swifter.
The eye (or bight) of the bull-rope is overhauled to the
lower yard, and there slipped over the ui)per yard-arm as
the yard comes down, in order to trice it into the rigging.
When in the rigging the upper yard-arm is secured l>y a
grab lashing and the eye of the bull-rope hove off and
rought down to the pin-rail, or the bight hauled taut.
* See these tripping lines coiled down clear when exercising at making oaU
with light yards aloft.
PORT PBILLS, BTC. 261
Grewkir Stops are placed on each side of the topmast
head, secured at the eyes of the topmast rigging. They are
used to stop in the topgallant sheets, topgallant clewline,
royal sheet and clewline, and eye of the topgallant lift and
brace.
Topgfallant StvLxi'-sa^il JTe^vel I31ock».
The eves of the jewel-blocks are marled to the eyes of the
topgallant lifts and braces.
»lieet» stud. Ole^wlineN of topgallant sails, also
of royals, are made fast together, so that they may be bent
with one motion.
C^nairtei' Blocks. When unhooked from the
yards, the topgallant quarter-blocks hook to the topmast
cap, royal quarter-blocks • to beckets at the eves of the top-
gallant rigging. Topgallant buntline and bunt-whip stop
to the forward edge of the topmast cap.
Indi^^idiial tstsitioiiH, showing number of men
aloft :
SENDING UP YARDS. J SENDING DOWN YARDS.
Tn top — To tend lifts, send In top-^To tend lifts and
down yard ropes and put checking lines, send down
on topgallant halliards.* yard ropes, take oflE top-
1 gallant halliards.
The captains of tops and two men.
TOPGALLANT YARDS.
On topmast cap — Rig upper i On topmast cap — Unbend
yard-arm, tend lizard, pass gear, stop out yard rope,
parrel, bend gear. cast off parrel, draw toggle
of tripping line.
One man.
On topmast crosstrees — Over-
haul lower lift and brace
down, assist with parrel
and gear.
One man.
On topmast crosstrees — Bear
off yard, unbend gear, as-
sist man on cap.
On topsail yard — Rig lower
?rara-arm, then in top to
ower lift.
One man (from the top).
On topsail yard — To bear
off.
In topmast rigging — To over-
haul down lower lift, then
in top.
One man.
In the top — At checking lines,
&c.
* VsobWj put on at croM-trees.
262 PORT DRILLS, ETC.
In lower rigging — Clear away
the upper yard-arm, then
to yard rope.
On lower yard — ^With eye of
bull rope to heave over
the upper yard-arm.
One man,
with additional assistance in the chains, as needed.
ROYAL YARDS.
SENDING rr YARDS. \ SENDING DOWN TABD6.
At jack — To rig upper yard- i At jack — Unbend gear, stop
arm, tend lizard, pass par- out yard rope, cast off par-
rel, bend gear. rel, draw toggle of tripping
line.
One man. .
On topmast cross-trees — Rig
lower yard-arm, bear off
yard, bend gear.
On topmast cross-trees — ^Un-
bend gear, light up yard
rope, bear off yard, &c.
One man.
In lower rigging — Clear away In lower rigging — Receive
yard, then to yard rope. yard and secure it.
One man.
Note. — The stations given above are those adopted in the
Navy Station bill. But a common practice is to put on both
royal lifts at the jack, the upper topgallant lift, Ac, at the
cap and the lower one at, or lust below, the cross-trees. In
each case the upper lift and brace is put on first, the yard
then swayed cnock up, and the lower lift put on. This
avoids overhauling down the lower lifts and braces.
TO CROSS TOPGALLANT AND ROYAL YARDS.
{Color evolution,)
Preparatory signal being made, give the order to call :
Up topgallant and royal yabds 1
The crew having gained their stations, when the pre-
paratory is hauled down.
Topgallant and royal yardmen in the tops !
Send down the yard ropes I
Lead them out and man them. When execution signal
is hoisted :
Beat the call !
This is the signal for the light yardmen to lay aloft from
the tops. (If not at colors substitute the order Aloft top-
gallant and royal yardmen !)
Set taut ! Sway out op the chains 1
At this command, the upper topgallant yard-arm is car-
ried clear of the top rim. the royal yard clear of the topsail
yard.
PORT DRILLS, ETC. 26^-
When the yards are steady and the men shortened in on
their holds —
Sway aloft ! When high enough for rigging the yard-
arms, the conmiand is given —
High enough ! And when rigged —
Sway higher !
When ready for crossing —
Tend the lifts and braces !
Stand by !
To drummer : Roll off! and at the third roll, or as signal
is hauled down :
Sway across I Bend the gear !
The yards are squared by lifts and braces.
Haul up the yard ropes ! *
When they are hauled up and neatly coiled away in the
tops. Then :
Lay down prom aloft !
When topgallant yards are across, the jack must be
hoisted and nauled down with the colors.
If a yard has been crossed with a lift and brace foul,
stop out the yard rope for a preventer lift lay out— take off
the lift and brace and clear it, then cast off the stop and
haul taut the yard rope.
TO SEND DOWN TOPGALLANT AND ROYAL YARDS.
(Color evolution,)
At five (6) minutes of sundown preparatory signal will
be made. Order the boatswain to call :
Down topgallant and royal yards !
when preparatory is hauled down,
Topgallant and royal yardmen in the tops I
Sevid down the yard-ropes!
At the hoisting of the execution signal three (3) minutes
before sundown :
Beat the call! The light yardmen lay aloft from the
tops. (If not at colors, substitute the command: Aloft
topgallant and royal yardmen I)
Snatch and lead along the yard ropes, man them (but not
too strongly), take them near a cavil ready to catch a turn
for lowermg, which should be done by a careful hand. The
tail blocks of the tripping lines are secured to eye-bolts well
forward of the mast and at the side. Yard ropes and trip-
ping lines are toggled in to the slings of the yards by a
toggle to be drawn at the first roll.
Man the yard-ropes and tripping lines ! Tend the lifts
and braces ! Stand by !
* Not usually given, if drills are to be continued.
204 PORT DRILLS, ETC.
Be careful to start nothing till the execution signal is
hauled down, then :
Sway !
Sway at the third roll if not working by signal.
Pause, till all the lifts and braces are clear, then
Lower away together !
Keeping a ^ood strain on the tripping lines.
The checking lines being hauled m and everything
secure aloft :
Lay down prom aloft !
When the yards are crossed in the morning, the vard-
rope is left stopped out to the quarter strap, and the oight
overhauled down and stopped in to the slings ; then at the
first roll at sunset, the stop may be cut or broken ; or toggle
it with the tripping-line toggle.
TO CROSS TOPGALLANT AND ROYAL YARDS AND
LOOSE SAIL TO A BOWLINE.
{Color evolution.)
When the preparatory signal is hoisted, call :
Loose sail ! Up topgallant and royal yards !
Lead along the bowlines and head halliards. (Indicates
fNanner of loosing.)
On hauling down the preparatory :
Topgallant and royal yardmen in the tops !
Send down the yard ropes !
At signal of execution : Beat the call !
Aloft sail loosbrs ! Set tavt ! Sway out of the chains I
Man the boom tricing lines I
Sway ALOFT ! Trice up I Lay out and loose !
Man the bowlines, halliards^ and head outhauls!
As soon as the yards are high enough for crossing, th«
men on the topmast cap and jacK cast adrift the gaskets of
the lig^ht sailSy keeping fast the lower bunt gasket, and hold
the sails up.
When ready :
Roll off I
At the third roll (or when execution signal is hauled
down),
Sway across ! Let fall !
Lay in ! Lay down from aloft !
At which command the men run awav with the halliards
and bowlines, and head outhauls.
Bend the gear of the light sails!
The light yardmen lay down into the tops when they have
bent the gear, and will lay down on deck at the command:
Pipe down I
The evolution of Adding topgallant-masts, crossing yards
and loosing sail is also frequently performed with a well-
PORT DRILLS, ETC. *65
drilled crew, and is similar to the above, the masts being
fidded first, and the sail loosers sent aloft when the yards
are swayed out of the chains.
TO SEND DOWN TOPGALLANT AND ROYAL YARDS
AND UNBEND SAIL.
{Sails loosed to a bowline.)
Preparatory signal being made, call : |
Furl and unbend sail I
When preparatory is hauled down :
Topgallant and royal yardmen in the tops I
Send down the yard ropes I
Man and tend the gear as in furling sail from a bowline.
When execution signal is hoisted :
Alopt topmen ! Lower yardmen on the sheer pole f
Aloft lower yardmen I Haul taut I Shorten saiu
Note. If short-handed, it may be necessary to shorten
sail before the topmen are sent aloft, in which case. Shorten
SAIL ! as execution signal is hoisted.
Man the boom tricing lines! Trice up !
Lay out ! Furl and unbend 1
Oet the light yards ready for cominq down I
In addition to the ^ear named and manned in unbend-
ING SAIL, man the yard-ropes and tripping-lines.
Tend the lifts and braces ! Stand oy !
As the simal of execution is hauled down :
Sway ! Ease away !
Sway the yards, ease away the head-earings.
Lower away together !
Lower the light yards on deck ; unbend their sails.
Lay IN ! Stand by the booms I
Down booms !
Lay down from aloft I
When the light sails are unbent —
Man the topgallant and royal yard ropes!
Sway out In the chains !
Square y;ards ; clear up the decks and pipe down.
It in this instance the topgallant-masts are also to be
sent down, take the strain off the fids * by swaying up on
the mast-ropes before sending the men aloft.
After the vards are swayed, and the royal yardmen off
the jack, the nd is drawn by the man on the cross-trees.
The command Man the mast-ropes would come in after
Send down yard-ropes.
The yard ropes in this instance reeve through jack-
blocks, as explained further on.
* This does not mean to draw them, as topmen are likely to do, U not ctiVk
tioned.
266 PORT DRILLS, ETC.
SENDING UP AND DOWN TOPGALLANT-MASTS.
The Mast-rope reeves from aft forward through the
topgallant top-block, at the topmast cap, then through
the thimble of a lizard and the sheave in the heel of
the mast. The end is hitched to a cap bolt on the op-
posite side.
The Lizard is lone enough to pass through the royal
sheave-hole, around the standing part of the mast-rope,
and to secure with two half -hitches to its own part close to
the thimble.
The Heel-rope is fitted with a tail-block, like a tripping-
line. When in use its upper end is hitched to the link in
the heel of the topgallant-mast ; lower end and block paid
down on deck.
Preventer Fid, If used, each mast is bored parallel to
and about sixteen inches above the regular fid, to take a
preventer fid of iron, about an inch in diameter, with an
eye in the end. To this eye is secured a laniard made fast
to the eyes of the topmast rigging.
The reeving line has a tail-block which secures to the
after topgallant shroud. Both ends of the whip are sent
on deck, and one end secured to the mast-rope, previously
•rove through its top-block and lizard. When swayed aloft,
hook the top-block, cast off the reeving line, and reeve the
mast-rope.
The flying jih heel-rope reeves through a tail-block which
secures to the jib-stav; Hitch the end of the heel-roi)e
through the score in the heel. The flying jib down-haul is
bent to the heel of the boom to assist in rousing in.
The flying jib, if bent, is roused in with tne boom and
secured alongside the jib-boom.
The flying jib-boom is not usually rigged in when exer-
cising top^aUant-masts.
Topgallant and royal yard-ropes. In port, when top-
gallant-masts are to be frequently sent up and down, the
mast-ropes are kept aloft ready for use, and the yard-ropes
rove off through the jack-blocks at the eyes of the top-
gallant and royal rigging.
The topgallant-masts when down are landed up and
down and forward of their respective masts. The flying
jib-boom is rigged in alongside of the jib-boom, its end
pointing througn the wythe.
When the topgallant-mast is up and down, put a stop
around the royal pole, securing it to lower stays. If there
is any danger of tne ship's rolling, secure the heel also, or
land the mast on deck.
In swaying aloft to fid, when short-handed, the standing
part of the mast-rope^ may lead through a second top-block,
hooked to the eye-bolt where the end is usually hitched.
PORT DRILLS, ETC. 267
The top burton of the side (led down on deck) is then hooked
into a thimble clinched in the end of the mast-rope. After
swaying the mast aloft as high as possible with the mast-
rope, cross the deck and clap on the burton.
In unfidding, belay the mast-rope, pull up on the burton,
out fid, belay burton, and lower with the mast-rope.
TO SEND DOWN TOPGALLANT-MASTS.
{Port Routine.)
Light yards on deck, using lizards.
Preparatory signals being made, call—
Down topgallant-masts I
On hauling down preparatory signal :
Topgallant and royal yardmen in the tops I
Send down heel-ropes and reeving lines !
On deck. Get up the mast-ropes, and bend on the
reeving lines ready to sway aloft. Let go all ^ear holding
the mast ; lifts, braces^ and topgallant studding-sail hal-
liards. Stand by to come up royal and topgallant back-stays.
In tops. Pay down reeving line aoaft and heel-rope
forward.
On hoisting of execution signal :
Aloft topgallant and royal yardmen !
On decky slack up topgallant and royal back-stays, stays
and flying-jib guys ; sway aloft the mast-ropes and top-
gallant top-blocks ; lead out the mast-ropes.
Aloft. Slack up topgallant and royal shrouds and stays ;
hook topsail clew-jiggers to the crane lines on the back-
staySy and haul them taut ; unhook block (if any) at the
heel of the topgallant-mast, shift to strap on collar of top-
mast stay, bend the heel-rope, secure the Iblock of the reev-
ing whip to the after topgallant shroud, and when mast-
rope ana block are swayea aloft, hook the block and reeve
the mast-rope ; cast off laniards of Jacob's ladder, and light
up all the ^ear and topgallant shrouds.
On Flying jib-boom and bowsprit cap. Secure tail-block
of heel-rope, pass the heel-rope, bend the flying jib down-
haul to the heel of the boom ; render the flying jib and
royal stays through their scores, and cast off belly lashing,
if used. Let go flying- jib halliards.
Man the topgallant mast-ropes !
Haul taut I Sway and unpid !
Haul out the regular fid, stand by to haul out the pre-
venter.
On bowsprit cap, unclamp the heel of the flying jib-
boom. Take turns for lowering fore and aft (or for easmg
in).
268 PORT drill:;, etc.
Stand by! Men aloft draw preventer fid.
As signal of execution is hauled down :
Lower away together ! Rig in !
Lower roundly till the topgallant-mast head is clear, then
handsomely till the lizard is passed through the royal
sheave-hole : haul on the heel-rope to keep the heel clear,
and land the masts up and down with their heels on chocks.
Ease in the flying jib-boom, hauling in on the down-haul ;
secure the spar alongside the jib-boom. In the chains and
head stop in the bights of all topgallant and royal stays and
back-stays.
Aloft. Open the gate when the topgallant-mast head is
abreast of the cap ; pass the lizard ; secure the topgallant
and roval funnels to the cap, and make everything snug
about the cross-trees and in the tops.
As soon as the work is done ;
Lay down from aloft 1
TO SEND UP TOPGALLANT-MASTS.
V
{Pot't Routine.)
The mast-ropes being rove off.
Preparatory signal being made, call :
Up topgallant-masts 1
When preparatory signal is hauled down :
Topgallant and royal yardmen in the tops 1
On deck. Lead out mast-ropes and heel-rope of flying
jib-boom ; have straps and jiggers ready for setting up top-
gallant and royal stays, back-stavs and flying jib guys ; let
go royal and topgallant gear, lifts, braces, clewlines, bunt-
unes, &c., and topgallant studding-sail halliards.
Man the topgallant biast-ropes 1
At the same time man the flying jib heel-rope.
Signal of execution being hoisted :
Aloft topgallant and royal yardmen !
At cross-trees. Cut stops on royal and topgallant stays.
At the cap. Place the truck and funnels fair for receiv-
ing the topgallant-mast ; see signal halliards and royal
braces clear.
In the tops. Out the stops on the topgallant and royal
shrouds ; tnence to the topsail-yard to keep mast on the
right slue.
Forward. Cast off lashings that secure flying jib-boom ;
have clamp ready for heeL
Sway aloft !
Men on the topsail-yard keep the mast on the right
slue for Adding, using a heaver through the heel.
At the cross-trees. The lizard is cast off and mast-head
pointed ; clamp the gate when the heel is above the topsail-
PORT DRILLS, ETC. 269
yard ; light up rigging : stand by with preventer, then with
regular fid.
On the cap. Place the truck and funnels.
The flying jib-boom is roused out by its heel-rope, bear-
ing down on the heel if necessary.
When the sheave of the topgallant-mast arrives above
the cap, shorten in on the mast-rope.
As execution signal is hauled down :
Sway and fid !
At the topmast cap keep the Jacob's ladder from
fouling ; * give timely warning if any gear holds the mast ;
prepare reeving line to send down mast-rope, if desired.
At cross-trees shove in preventer, and then regular fid
as soon aspossible. When fid is in. sing out " Launch !^^
Cast on the mast-rope, send it down with the top-block,
by the reeving line, it desired, then carry the latter into
the top. Unhook clew-jiggers from crane lines.
Set up all topgallant and royal shrouds, stays and back-
stays ; naul taut on deck all topgallant and royal gear ;
stow away mast-ropes, luffs, and jiggers.
When ready aloft :
Lay down prom aloft I
If these exercises are to be continued the mast-ropes re-
main rove off in port.
TO SEND DOWN TOPGALLANT AND ROYAL YARDS
AND TOPGALLANT MASTS.
{Color evolution.)
Mast ropes rove off.
The preparatory signal being made, call :
Down topgallant and royal yards and topgallant
MASTS I
Men go to their stations for sending down the light yards
excepting those who can be spared to prepare for coming
up the topgallant and royal back-staj^s, &c.
On hauling down of preparatory signal :
Topgallant and royal yardmen in the tops I Send
down the yard-ropes and h'eel-ropes !
The execution signal being hoisted :
Beat the call, or
Aloft topgallant and royal yardmen I
Man the yard ropes and tripping lines!
Tend the lifts and braces ! Stand by !
As execution signal is hauled down,
* A small qnarterround chock on after part of topmast-head will accomplish
this purpose. Similarly a scorod wedge forward on the under side of the cap is
used to prevent the hounds from catching.
23
270 PORT DRILLS, ETC.
Roll off! At third roll:
Sway ! Lower away 1
The men on the jack lay down to the cross-trees as soon
as the yards are swayed.
Man the mast-ropes ! Swat and unfid 1
When ready : Lower away together 1 Ria m I
And when everything is secure aloft :
Lay down from aloft !
TO SEND UP TOPGALLANT MASTS AND TOPGALLANT
AND ROYAL YARDS.
{Color evolution,)
Masts up and down.
The preparatory signal being made, call :
Up topgallant masts and topgallant and royal
yards!
Men go their stations for sending up topgallant masts.
When preparatory signal is hauled down :
Topgallant and royal yardmen in the tops 1
Man the topgallant mast ropes I
At the same time man the flying jib heel rope.
When the signal of execution is hoisted.
Aloft topgallant and royal yardmen I Sway aloft
AND FID !
When Added, ^^ Launch ^^ (the fore, main, or mizzen).
Then go to stations for crossing light yards.
Man the yard ropes ! Beat the call I Sway out of
THE chains I
When the yards are up and down :
Sway aloft I
Proceed as in sending up topgallant and royal yards.
When ready for crossing :
Tend the lifts and braces !
Stand by ! As signal is hauled down, Roll off I At the
third roll :
Sway across ! Bend the gear !
And when ready :
Lay down from aloft !
For quick work the topgallant mast ropes and topgallant
yard ropes should be on the same side, the men turning^
from one to the other.
PORT ROUTINE-MISCELLANEOUS.
To H^ipr Oixt cincl In T^owei* Booms.
Having the booms rigged for port and ready, command:
Man the boom topping-lifts ! Forward guys ! This gear is
manned, both sides equally, if by the watch, first part star-
PORT DRILLS, ETC. 271
board side, second part port side, and have a hand to tend
the after-guy.
Hani taut ! Top up I
Walk away with the topping lifts until the blocks are
down to the mark. When, Rig out! ease away the after-
guys and square the booms.
To get them alongside — Man the after-gnys! Tend the
topping-lift and forward guy! Set taut! Rig in!
To Spi*eacl A-wninpr®* Place the awning
stanchions and ridge ropes, get the awnings up out of the
sail room and fore-and-aft in their respective parts of the
ship. (If awnings are up and on a stretch they must be
slacked down together to loose). Call :
Spread awnings !
Loose the awnings, haul out on the fore-and-aft tackles,
reeve and man the earings. When ready,
Haul out ! and when the earings are out,
Lay up and Bring to !
The men all lay out together, haul out the side stops,
expending the ends. Pass the lacings connecting the
dinerent awnings. When finished, Lay in !
Let go crow-foot halliards before hauling out earings
and stops, and haul taut again after these are passed.
To FiM-l ^vrning-is. Call :
Furl awnings I
Men being up :
Lay up and cast off side stops !
At the same time cast adrift the lacings. When ready,
Ease away ! Lay in !
The earings are eased away together, the men lay in,
roll up the awnings neatly^ hook tne fore-and-aft tackles,
and HAUL OUT .! together.
Ha III mock Grirt lines a^ncl Hax'l>or
Clothes-lines are fitted double. In the bight of the
line is seized a hook and thimble : the hook secures to a bolt
in the stem. The two lines leading forward pass through
thimbles in rope iackstays that hang up and down each
mast. Forward, the ends of the lines are spliced together
around the after-sheave of a fiddle-block. Through the for-
ward sheave is rove a whip, one end spliced into a block
hooked at the bowsprit cap, the other rove through the
fiddle-block, and thence through the block on the cap and
inboard.
The rope jackstav at each mast has an eye in its upper
end for the mast-whip and a tail at the lower end to use as
a down-haul.
These lines are prepared beforehand, and triced up at
the third roll at sunset, at which time boats are also
hoisted.
To HiOiver "Wasli Clothes Avith the
A-wning-s Spread. ; after the men are on deck :
272 PORT DRILLS, ETC.
Stand by to lay out! When ready, Lay out! Cast off
side tops — Easb away! Lay in!
Easing away the earings and slacking the lacings, then :
Pipe down! the clothes; and when the lines are triced
up again, or unhooked for sending below, haul out the
earings; Stand by to lay out! Sec, as in spreading awn-
ings.
Have the master-at-arms on deck to look out for cloth-
ing of men away in boats. See the lines weeded of rope-
yarns before tricing up again or stowing below, but it is
still better to enforce the use of regular clothes stops, which
are secured to the clothing and cast adrift, not cut.
In firing a salute, with scrubbed hammocks or clothes
on the lines, man the down-hauls and lower and haul down
before the first gun, tricing up again after the last gun.
CHAPTER XIX.
INTERNATIONAL REGULATION'S FOR PREVENTING
COLLISIONS AT SEA.
(See Act of Congress, Aug. 10, 1800; May 25, 1804; June 10, 188G.)
VESSELS' LIGHTS, AND RULES OF THE ROAD.
The following regulations for preventing collisions at
sea are law, by international agreement, and have to be fol-
lowed by all public and private vessels upon the high seas
and in all waters connected therewith, navigable by sea-
going vessels.
Preliminai^y Definitions. In the following
rules every steam-vessel which is under sail and not under
steam is to be considered a sailing-vessel, and every vessel
under steam, whether under sail or not, is to be considered
a steam- vessel.
The word '* steam-vessel" shall include any vessel pro-
pelled by machinery.
A vessel is **imder way" within the meaning of these
rules when she is not at anchor, or made fast to the shore,
or aground.
LIGHTS, AND SO FORTH.
The word *' visible" in these rules when applied to lights
shall mean visible on a dark night with a clear atmosphere.
Article 1. The rules concerning lights shall be complied
with in all weathers from sunset to sunrise, and during such
time no other lights which may be mistaken for the pre-
scribed lights shall be exhibited.
Art. 2. IMast-Head. Lig-ht. A steam-vessel
when under way shall carry — (a) On or in front of the fore-
mast, or if a vessel without a foremast, then in the forepart of
the vessel, at a height above the hull of not less than twenty
feet, ai^ if the breadth of the vessel exceeds twenty feet,
then at a height above the hull not less than such breadth,
so, however, that the light need not be carried at a greater
height above the hull than forty feet, a bright white light,
so constructed as to show an unbroken light over an arc of
the horizon of twenty points of the compass, so fixed as to
throw the light ten points on each side of the vessel, namely,
274 PREVENTING COLLISIONS AT SEA.
from right ahead to two points abaft the beam on either
side, and of such a character as to be visible at a distance
of at least five miles.
(b) Side I-^i^IitH* On the starboard side a green
light so constructed as to show an unbroken light over an
arc of the horizon of ten points of the compass, so fixed as
to throw the light from right ahead to two points abaft the
the beam on the starboard side, and of such a character as
to be visible at a distance of at least two miles.
(c) On the port side a red light so constructed as to show
an unbroken light over an arc of the horizon of ten points of
the compass, so fixed as to throw the light from right ahead
to two points abaft the beam on the port side, and of such a
character as to be visible at a distance of at least two miles.
(d) The said green and red side-lights shall be fitted with
inboard screens projecting at least three feet forward from
the light, so as to prevent these lights from being seen
across the bow.
(e) Jl.a.ng'e I^i^IitH. A steam-vessel when under
way may carry an additional white light similar in con-
struction to the light mentioned in subdivision (a). These
two lights shall be so placed in line with the keel that one
shall be at least fifteen feet higher than the other, and in
such a position with reference to each other that the lower
light shall be forward of the upper one. The vertical dis-
tance between these lights shall be less than the horizontal
distance.
Art. 3. Towing* T^ipfhts*. A steam-vessel when
towing another vessel shall, in addition to her side-lights,
carry two bright white lights in a vertical line one over the
other, not less than six feet apart, and when towing more
than one vessel shall carry an additional bright white light
six feet above or below such light, if the length of the tow,
measuring from the stern of the towing vessel to the stem
of the last vessel towed, exceeds six hundred feet. Each of
these lights shall be of the same construction and character,
and shall be carried in the same position. as the white light.
mentioned in article two (a), excepting the additional light,
which may be carried at a height of not less than fourteen
feet above the hull.
Such steam-vessel may carry a small white light abaft
the funnel or af termast for the vessel towed to steer by, but
such light shall not be visible forward of the beam.
Art. 4. Si>ecia,l Lig-litsi*, (a). A vessel which from
any accident is not under command shall carry at the same
height as a white light mentioned in article two (a), where
they can best be seen, and if a steam-vessel in lieu of that
light, two red lights, in a vertical line one over the other,
not less than six feet apart, and of such a character as to
b(^ visible all around the* horizon at a distance of at least
PREVENTING COLLISIONS AT SEA. 275
two miles; and shall by day carry in a vertical line one over
the other, not less than six feet apart, where they can best
be seen, two black balls or shapes, each two feet in diameter.
(b) A vessel employed in laying or in picking up a tele-
graph cable shall carry in the same position as the white
light mentioned in article two (a), and if a steam-vessel, in
lieu of that light, three lights in a vertical line, one over the
other, not less than six feet apart. The highest and lowest
of these lights shall be red, and the middle light shall be
white, and they shall be of such a character as to be visible
all around the horizon at a distance of at least two miles.
By day she shall carry in a vertical line, one over the other,
not less than six feet apart, where they can best be seen,
three shapes -not less than two feet in diameter, of which
the highest and lowest shall be globular in shape and red
in color, and the middle one diamond in shape and white.
(c) The vessels referred to in this article, when not mak-
ing way through the water, shall not carry the side-lights,
but when making way shall carry them.
(d) The lights and shapes required to be shown by this
article are to be taken by other vessels as signals that the
vessel showing them is not under command and can not
therefore get out of the way.
These signals are not signals of vessels in distress and
requiring assistance. Such signals are contained in article
thirty -one.
Art. 5. I^i^IitK Toi* Sailing— Vesseln and.
Vesselw in To^v. A sailing-vessel under way and
any vessel being towed shall carry the same lights as are
prescribed by article two for a steam-vessel under way, with
the exception of the white lights mentioned therein, which
they shall never carry.
Art. 6. X^iglitH for Small T^ewwelH. When-
ever, as in the case of small vessels under way during bad
weather, the green and red side-lights can not be fixed, these
lights shall be kept at hand, lighted and ready for use ; and
shall, on the approa(^h of or to other vessels, be exhibited
on their respective sides in sufficient time to prevent col-
lision, in such manner as to make them most visible, and so
that the green light shall not be seen on the port side, nor
the red light on the starboard side, nor, if practicable, more
than two points abaft the beam on their respective sides.
To make the use of these portable lights more certain and
easy the lanterns containing them shall each be painted
outside with the color of the light they respectively contain,
and shall be provided with proper screens.
Art. 7. Lig-htK f <>!• Small Steam and Sail-
ing—Vessels and i<>r Open X^oatK. Steam-
vessels of less than forty, and vessels under oars or sails of
less than twenty tons gross tonnage, respectively, and row-
276 PREVENTING COLLISIONS AT SEA.
ing boats, when under way, shall not be required to carry
the lights mentioned in article two (a), (b), and (c), but if
they do not carry them they shall be provided with the fol-
lowing lights :
First, steam-vessels of less than forty tons shall carry —
(a) In the forepart of the vessel, or on or in front of the
funnel, where it can best be seen, and at a height above the
gunwale of not less than nine feet, a bright white light con-
structed and fixed as prescribed in article tM o (a), and of
such a character as to be visible at a distance of at least
two miles.
(b) Green and red side-lights constructed and fixed as
prescribed in article two (b) and (c), and of such a character
as to be visible at a distance of at least one mile, or a com-
bined lantern showing a green light and a red light from
right ahead to two points abaft the beam on their respective
sides. Such lanterns shall be carried not less than three
feet below the white light.
Second. Small steamboats, such as are carried by sea-
going vessels, may carry the white light at a less height
than nine feet above the gunwale, but it shall be carried
above the combined lantern mentioned in subdivision
one (h).
Tnird. Vessels under oars or sails of less than twenty
tons shall have ready at hand a lantern with a green glass
on one side and a red glass on the other, which, on the ap-
proach of or to other vessels, shall be exhibited in sufficient
time to prevent collision, so that the green light shall not
be seen on the port side nor the red light on the starboard
side.
Fourth. Rowing boats, whether under oars or sail, shall
have ready at hand a lantern showing a white light which
shall be temporarily exhibited in sufficient time to prevent
collision.
The vessels referred to in this article shall not be obliged
to carry the lights prescribed by article four (a) and article
eleven, last paragraph.
Art. 8. Lights foi- Pilot- Vessels. Pilot-
vessels when engaged on their stations on pilotage duty
shall not show the lights required for other vessels, but
shall carry a white light at the masthead, visible all around
the horizon, and shall also exhibit a flare-up light or flare-
up lights at short intervals, which shall never exceed fifteen
minutes.
On the near approach of or to other vessels they shall
have their side-light lighted, ready for use, and shall flash
or show them at short intervals, to indicate the direction in
which they are heading, but the green light shall not be
shown on the port side, nor the red light on the starboard
side.
1»RKVENT1NG COLLlSIOKS AT SEA. 277
A pilot-vessel of such a class as to be obliged to go
alongside of a vessel to put a pilot on board may show the
white light instead of carrying it at the masthead, and may,
instead of the colored lights above mentioned, have at hand,
ready for use, a lantern with a green glass on the one side
and a red glass on the other, to be used as prescribed above.
Pilot-vessels, when not engaged on their station on pilot-
age duty, shall carry lights similar to those of other vessels
of their tonnage.
Art. 9. Lights^etc.jof Fishing"- Vessels.
Fishing-vessels of less than twenty tons net registered ton-
nage, when under way, and when not having their nets,
trawls, dredges, or lines in the water, shall not be obliged to
carry the colored side-lights ; but every such vessel shall in
lieu thereof have ready at hand a lantern with a green glass
on the one side and a red glass on the other sidie, and on ap-
proaching to or being approached by another vessel such
lantern shall be exhibited in sufficient time to prevent a
collision, so that the green light shall not be seen on the
port side, nor the red light on the starboard side.
ILiig-Iits forFisliing'-'Vessels oflTEvxro-
pestn Coasts. The following portion of this article
applies only to fishing-vessels and fishing-boats when in the
sea oflf the coast of Europe lying north of Cape Finisterre :
(a) All fishing- vessels and fishing-boats of twenty tons
net registered tonnage or upward, when under way, and
when not having their nets, trawls, dredges, or lines in the
water, shall carry and show the same lights as other vessels
under way.
(b) All vessels when engaged in fishing with drift-nets
shall exhibit two white lights from any part of the vessel
where they can be best seen. Such lights shall be placed
so that the vertical distance between them shall be not less
than six feet and not more than ten feet, and so that the
horizontal distance between them, measured in a line with
the keel of the vessel, shall not be less than five feet and
not more than ten feet. The lower of these two lights shall
be the more forward, and both of them shall be of such a
character and contained in lanterns of such construction as
to show all round the horizon, on a dark night, with a clear
atmosphere, for a distance of not less than three miles.
(c) All vessels when trawling, dredging, or fishing with
any kind of drag-nets shall exhibit, from some part of the
vessel where they can best be seen, two lights. One of
these lights shall be red and the other shall be white. The
red light shall be above the white light, and shall be at a
vertical distance from- it of not less than six feet and not
more than twelve feet; and the horizontal distance between
them, if any, shall not be more than ten feet. These two
lights shall be of such a character and contained in lanterns
278 PREVENTING COLLISIONS AT SEA.
#
of such construction as to be visible all around the horizon,
on a dark night, with a clear atmosphere, the white light
to a distance of not less than three miles and the red light
of not less than two miles.
(d) A vessel employed in line-fishing, with her lines out,
shall carry the same lights as a vessel when engaged in
fishing with drift-nets.
(e) If a vessel when fishing with a trawl, dredge or any
kind of drag net, becomes stationary in consequence of her
gear getting fast to a roc^k or other obstruction, she shall
show the light and make the fog-signal for a vessel at anchor.
(f ) Fishing vessels may at any time use a flare-up in ad-
dition to the lights which they are by this article required
to carry and show. All flare-up lights exhibited by a vessel
when trawling, dredging, or fishing with any kind of drag-
net shall be shown at the after-part of the vessel, excepting
that if the vessel is hanging by the stern to her trawl,
dredge, or drag-net they shall be exhibited from the bow.
(g) Every fishing-vessel when at anchor between sunset
and sunrise shall exhibit a white light, visible all round the
horizon at a distance of at least one mile.
(h) In a fog a drift-net vessel attached to her nets, and
a vessel when trawling, dredging, or fishing with any kind
of drag-net, and a vessel employed in line-fishing with her
lines out, shall, at intervals of not more than two minutes,
make a blast with her fog-horn and ring her bell alter-
nately.
Art. 10. LigflitK loi- a,n Ovoi'taken Ves-
sel. A vessel which is being overtaken by another shall
show from her stern to such last-mentioned vessel a white
light or a fiare-up light.
The white light required to be shown by this article may
be fixed and carried in a lantern, but in such case the lan-
tern shall be so constructed, fitted, and screened that it
shall throw an unbroken light over an arc of the horizon of
twelve points of the compass, namely, for six points from
right aft on each side of the vessel, so as to be visible at a
distance of at least one mile. Such light shall be carried as
nearly as practicable on the same level as the side-lights.
Art. 11. .A^iichoi* T^iprlits. A vessel under one
hundred and fifty feet in length, when at anchor, shall
carry forward, where it can be best seen, but at a height
not exceeding twenty feet above the hull, a white lantern
so constructed as to show a clear, uniform, and unbroken
light visible all around the horizon at a distance of at least
one mile.
A vessel of one hundred and fifty feet or upwards in
length, when at anchor, shall carry in the forward part of
the vessel, at a height of not less than twenty and not ex-
ceeding forty feet above the hull, one such light, and at or
1^
PREVENTING COLLISIONS AT SEA. 279
near the st^ern of the vessel, and at such a height that it
shall be not less than fifteen feet lower than the forward
light, another such light.
The length of a vessel shall be deemed to be the length
appearing in her certificate of registry.
A vessel aground in or near a fair-way shall carry the
above light or lights and the two red lights prescribed by
article four (a).
Art. 12. Special Sigrka^lH. Every vessel, may,
if necessary in order to attract attention, in addition to the
lights which she is by these rules required to carry, show a
flare-up light or use any detonating signal that can not be
mistaken for a distress signal.
Art. 13. Naval Lig-lits and. Xl/ecog-nitloii
Sig'nals. Nothing in these rules shall interfere with
the operation of any special rules made by the Government
of any nation with respect to additional station and signal-
lights for two or more ships of war or for vessels sailing
under convoy, or with the exhibition of recognition signals
adopted by ship owners, which have been authorized by
their respective Governments and duly registered and pub-
lished.
Art. 14. Steam-Vessel xmcler Sail \>y
T>ay« A steam-vessel proceeding under sail only but
having her funnel up, shall carry in day-time, forward,
where it can best be seen, one black ball or shape two feet
in diameter.
SOUND SIGNALS FOR FOG, AND SO FORTH.
Art. 15, Preliminary. All signals prescribed by
this article for vessels under way shall be given :
First. By ** steam vessels" on the whistle or siren.
Second. By ''sailing vessels" and "vessels towed "on
the fog horn.
The words ''prolonged blast" used in this article shall
mean a blast of from four to six seconds duration.
A steam-vessel shall be provided with an efficient whistle
or siren, sounded by steam or by some substitute for steam,
so placed that the sound may not be intercepted by any ob-
struction, and with an efficient fog horn, to be sounded by
mechanical means, and also with an efficient bell. (In all
cases where the rules require a bell to be used a drum may
be substituted on board Turkish vessels, or a gong where
such articles are used on board small sea-going vessels. ) A
sailing vessel of twenty tons gross tonnage or upward shall
be provided with a similar fog horn and bell.
In fog, mist, falling snow, or heavy rainstorms, whether
by day or night, the signals described in this article shall
be used as follows, namely :
1
280 PRBVENTING COLLISIONS AT SEA.
(a) Steaixi-^'ewHel undei? AVay* A steam
vessel having way upon her shall sound, at intervals of not
more than two minutes, a prolonged blast.
(b) A steam vessel under way, but stopped, and having
no way upon her, shall sound, at intervals of not more than
two minutes, two prolonged blasts, with an interval of
about one second between.
(c) Sail-VetsMel vxndex* TV^ay. A sailing
vessel under way shall sound, at intervals of not more than
one minute, when on the starboard tack, one blast; when
on the port tack, two blasts in succession, and when with
the wind abaft the beam, three blasts in succession.
(d) A'^ewwelw at .A^nclioi^. A vessel when at
anchor shall, at intervals of not more than one minute, ring
the bell rapidly for about five seconds.
(e) VeHKels nrc»vingr oi* Towed stnd
>"ewwelH XTxial>le to iVIanenvei*. A vessel
when towing, a vessel employed in laying or in picking up
a telegraph cable, and a vessel under way, which is unable
to get out of the way of an approaching vessel through be-
ing not under command, or unable to maneuver as required
by the rules, shall, instead of the signals prescribed in sub-
divisions (a) and (c) of this article, at intervals of not more
than two minutes, sound three blasts in succession, namely :
One prolonged blast followed by two short blasts. A vessel
towed may give this signal and she shall not givp any
othe.
Small SailinpT-VewwelH and Boats.
Sailing vessels and boats of less than twenty tons gross
tonnage shall not be obliged to give the above-mentioned
signals, but if they do not they shall make some ofiter
efficient sound signal at intervals of not more than one
minute.
Art. 1G. Speed in Fopf. Every vessel shall, in a
fog, mist, falling snow, or heavy rain-storms, go at a mod-
erate speed, having careful regard to the existing circum-
stances and conditions.
A steam-vessel hearing, apparently forward of her beam.
the fog-signal of a vessel, the position of which is not ascer-
tained, shall, so far as the circumstances of the case admit,
stop her engines, and then navigate with caution until dan-
ger of collision is over.
STEERING AND SAILING RULES.
P8.islc oT Collinion. can, when .circumstances
permit, be ascertained by carefully watching the compass
Ixviring of an approa(*hing vessel. If the bearing does not
appreciably change, such risk sliould be deemed to exist.
Art. 17. Sailingr-A'ewwels. When two sailing
PREVENTING COLLISIONS AT SEA. 281
vessels are approaching one another, so as to involve risk
of collision, one of them shall keep out of the way of the
other as follows, namely :
(a) A vessel which is running free shall keep out of the
way of a vessel which is close-hauled.
(b) A vessel which is close-hauled on the port tack shall
keep out of the way of a vessel which is close-hauled on the
starboard tack.
(c) When both are running free, with the wind on differ-
ent sides, the vessel which has the wind on the port side
shall keep out of the way of the other.
(d) WTien both are running free, with the wind (m the
same side, the vessel which is to the windward shall keep
out of the way of the vessel which is to leeward.
(e) A vessel which has the wind aft shall keep out of
the way of the other vessel.
Art. 18. Steam-A"eKHel»*«« When two steam ves-
sels are meeting end on. or nearly end on, so as to evolve
risk of collision, each shall alter her course to starboard, so
that each may pass on the port side of the other.
This article only applies to cases where vessels are meet-
ing end on or nearly end on, in such a manner as to involve
risk of collision, and does not apply to two vessels which
must, if both keep on their respective courses, pass clear of
each other.
The only cases to which it does apply are when each
of the two vessels is end on or nearly end on, to the other ;
in other words, to cases in which, bv day. each vessel sees
the masts of the other in a line or nearly in line with her
own; and by night to cases in which each vessel is in such
a position as to see both the side lights of the other.
It does not apply by day to cases in which a vessel sees
another ahead crossing her own course; or by night, to
cases where the red light of one vessel is opposed to the red
light of the other, or where the green light of one vessel is
opposed to the green light of the other, or where a red light
without a green light, or a green light without a red light,
is seen ahead, or where both green and red lights are seen
anywhere but ahead.
Art. 10. TA'Vo Steain A^e^KKel^s C>i'c>!-«Kiii<r-
When two steam- vessels are crossing, so as to involvi' risk
of collision, the vessel which has the other on her own
starboard side shall keep out of the way of the other.
Art. 20. When a steam-vessel and a sailing-vessel are
proceeding in such directions as to involve risk of collision,
the steam-vessel shall keep out of the way of the sailing-
vessel.
Art. 21. Coixvsse Mn<l Si>eecl. Where, by any
of these rules, one of the two vessels is to keep out of the
way the other shall keep her course and speed.
282 PREVENTING COLLISIONS AT SEA.
Note, When, in consequence of thick weather or other
causes, such vessel finds herself so close that collision can
not be avoided by the action of the giving-way vessel alone,
she also shall take such action as will best aid to avert col-
lision. (See articles twenty-seven and twenty -nine.)
Art. 22. Every vessel which is directed by these rules to
keep out of the way of another vessel shall, if the circum-
stances of the case admit, avoid crossing ahead of the other.
Art. 2;{. Every steam-vessel which is directed by these
rules to keep out of the way of another vessel shall, on ap-
proaching her, if necessary, slacken her speed or stop or
reverse.
Art. 24. Overtalting-^^eHwelis. Notwithstand-
ing anything contained in these rules every vessel, over-
taking any other, shall keep out of the way of the over-
taken vessel.
Every vessel coming up with another vessel from any
direction more than two points al)aft her beam, that is, in
such a position, with reference to the vessel which she is
overtaking that at night she would be unable to see either
of that vessel's side-lights, shall be deemed to be an over-
taking vessel ; and no subsequent alteration of the bearing
between the two vessels shall make the overtaking vessel
a crossing vessel within the meaning of these rules, or re-
lieve her of the duty of keeping clear of the overtaken ves-
sel until she is finally past and clear.
As by day the overtaking vessel can not always know
with certainty whether she is forward of or abaft this di-
rection from the other vessel she should, if in doubt, assume
that she is an overtaking vessel and keep out of the way.
Art. 25. IVai'i*<>AV Cliaiiiielw. In narrow chan-
nels every steam-vessel shall, when it is safe and practica-
ble, keep to that side of the fair-way or mid-channel which
lies on the starboard side of such vessel.
Art. 20. PMorhtw of AVa^' orFiwhirig- A^es-
>«els« Sailing-vessels under way shall keep out of the
way of sailing-vessels or boats fishing with nets, or lines,
or trawls. This rule shall not give to any vessel or boat
engaged in fishing the right of obstructing a fair- way used
by vessels other than fishing-vessels or boats.
Art. 27. Ciren.ei*al Pi-vicleiitial !R.iile. In
obeying and construing these rules due regard shall be had
to all dangers of navigation and collision, and to any spe-
cial circumstances which may render a departure from the
above rules necessary in order to avoid immediate danger.
Art. 28. Soixnd-SigrialH for Vessels in
Sigrlit of One ^^.iiotlier. The words *' short
blast " used in this article shall mean a blast of about one
second's duration.
When vessels are in sight of one another, a steam-vessel
PREVENTING COLLISIONS AT SEA. 283
under way, in taking any course authorized or requirea by
these rules, shall indicate that course by the following sig-
nals on her whistle or siren, namely :
One short blast to mean, "" I am directing my course to
starboard."
Two short blasts to mean, '* I am directing my course to
port."
Three short blasts to mean, **My engines are going at
full speed astern. "
Art. 29. I^recavitions. Nothing in these rules
shall exonerate any vessel or the owner or master or crew
thereof, from the consequences of any neglect to carry
lights or signals, or of any neglect to keep a proper lookout,
or of the neglect of any precaution which may be requirecl
by the ordinary practice of seamen, or by the special cir-
cumstances of the case.
Art. 30. Reservation ot" K.ulew Foi* Tlar-
l>or^« and Inland Navig'ation. Nothing in
these rules shall interfere with the operation of a special
rule, duly made by h>cal authority, relative to the naviga-
tion of any harbor, river, or inland waters.
Art. 31. T>iHtT*eK!Si; Sig-nalK* When a vessel is
in distress and requires assistance from other vessels or
from the shore the following shall be the signals to be used
or displayed by her, either together or separately, namely :
In the dniitime — First. A gun or other explosive signal
fired at intervals of about a minute.
Second. The international code signal of distress indi-
cated by N. C.
Third. The distance signal, consisting of a square flag,
having either above or below it a ball or anything resem-
bling a ball.
Fourth. A continuous sounding with any fog-signal ap-
paratus.
At night — First. A gun or other explosive signal at in-
tervals of about a minute.
Second. Flames on the vessel as from a burning tar
barrel, oil barrel, and so forth.
Third. Rockets or shells throwing stars of any color or
description, fired one at a time, at short intervals.
Fourth. A continuous sounding with any fog-signal ap-
paratus.
284: YfiSSELS' LIGHTS, ETC.
BUOYS.
ON THE COAST OF THE UNITED STATES.
In ^ a^proSiChing the channel, &c., frma seaward, red
buoys with even numbers will be found on the starboard
side of the channel, and must be left on the starboard hand
in passing in.
In approaching the channel, &c., from seaward, black
buoys with odd numbers will be found on the port side of
the channel, and must be left on the port hand in passings
in.
Buoys painted with red and black horizontal stripes will
be found on obstructions with channel ways on either side
of them, and may be left on either hand in passing in.
Buoys painted with white and black perpendicular stripes
will be found in mid-channel, and must be passed close-to
to ^void danger.
All other aistin^uishins' marks to buoys will be in addi-
tion to the foregoing, and may be employed to mark par-
ticular spots.
Buoys to mark abrupt turning points in channels, or
obstructions requiring a specific and prominent mark, may-
be fitted with staves surmounted by balls, cages, triangles,
and other distinctive marks. Yellow buoys, without num-
bers, are used to mark any danger at a quarantine station.
The largest description of buoys (*' mammoth" or special
buoys) are to mark the approaches to channels over sea-
ward bars and isolated shoals, rocks, or other obstructions
to navigation which lie at considerable distances from the
coast.
First and second class buoys are to mark the approaches
to, the obstructions in, and to point out and mark tne limits
of channels leading to the principal harbors along the coast,
and also to mark the channels and obstructions adjacent to
the coast and those in the large bays and sounds.
Second and third class buoys are to mark the approaches
to and the channels and obstructions of the lesser narbors,
bays, &c.
Nun or can buoys liable to be damaged or swept away
by floating ice are removed on the approach of freezing
weather, and spar buoys put in their places. In the spring
the larger buoys are replaced.
Small spar-buoys are to mark channels and obstructions
in shoal-water navigation.
Different channels in the same bay, sound, river, or
harbor are marked, as far as practicable, by diflferent
descriptions of buoys. Principal channels are marked by
nun-buoys, secondary channels by can-buoys, arid minor
channels by spar-buoys. When there is but one channel.
vessels' lights, etc. 285
nun-buoys, properly colored, and numbered, are placed on
the starboard side, and can-buoys on the port side of it.
Buoys are placed in the best positions to mark obstruc-
tions, or to define channels, and are made to float as high,
and as nearly upright, as possible, during the strongest
winds and tides. White numbers, as large as the class of
the buoy will admit, are painted on four sides of red and
black buoys, and the other distinguishing marks made to
show as prominently as possible.
Canada is buoyed on the same system as the United
States.
White buoys are used to mark special points but have no
reference to dangers to navigation.
Buoys indicate the set of the tide by the trdf/ they natch,
that is, the direction in which they are inclined.
CHAPTER XX.
GETTING UNDER WAY AND ANCHORING UNDER SAIL.
I{.eiiiax*kK on CaHting-. When there is plenty
of sea-room, and the wind is fair, it is best to cast under
the head-sails and to make sail when before the wind.
In casting with the square sails set, ships invariably
gather stemway the moment the anchor breaks ground,
^n this account, and under these circumstances, it is con-
sidered a ffood general rule (in the case of a foul wind)
to cast with the head towards the nearest of the neigh-
boring dangers, to make a stern board while the anchor
is being catted, then to fill and make sail enough to insure
going about in stays when requisite.
When there is not room to admit of going much astern,
set the main-sail before starting the ancnor, if possible, or
as soon after as it will take, and have a purchase all ready
to clap on the cable the moment that the anchor promises
to give a heavy heave ; otherwise the ship may go tripping
it astern into shoaler water, and certainly will oe unman-
ageable until it is at the bows.
As a general rule, and one not to be neglected, when
weighing one anchor have the other ready lor letting go,
and as soon as an anchor is weighed get it ready for letting
go at once.
Before getting under way, shift the helm over two or
three times, to insure the rendering of the wheel ropes, and
that the tiUer is clear in its sweep.
When you have room, and are pitching, it will be best to
get the anchor up before making sail. By so doing you will
ease the chain,. capstan, &c.
When about to get under way (the ship being tide rode
and the wind aft), the comparative strength of wind 'and
tide must be well considered before coming to the decisiou
to make sail and weigh, or to weigh first and to make scul
afterwards. For it does not look seamanlike to see^ a ship
under canvas forging ahead over her anchor, tearing the
copper off her bottom, and sheering unmanageably about
before breaking ground ; and it is equally' bad management
when the anchor is hove up and the ship is drifted oy the
tide without steerage wav.
If the wind were light, it would be necessary to make
286
Plato 106
/
/
/nrtgn ■ ■ ■ ?* \
GETTING UNDER WAY UNDER SAIL 287
nearly all sail before breaking ground ; or if moderate,
merely to loose them. If it were blowing strong, the ship
might stem the tide without any sail ; out in this latter
case it would be well to have a head-sail set, so as to pre-
vent the possibility of breaking the sheer while stowing the
anchor.
TO GET UNDER WAY AND STAND OUT ON A WIND.
(Case 1, Plate 106.)
Having the vessel in readiness for sea. and unmoored,
prepare to get under way as under ordinary circumstances,
witn the wind fair for standing out of the harbor.
Big the capstan and fish-boom, reeve the cat and fish
purchases, ship the gratings, swifter the bars, call :
Up anchor !
If there are two capstans, the one on the g^n-deck is
Inanned by the port watch. If fitted with a steam capstan,
see steam turned on, and a man stationed to run it. The
principal stations are :
Forecastlemen to clean off chain with hose, stand bv
with cat, fish, &c.
Mastmen see gear ready for making sail.
Quartermaster and men stationed at the wheel go to
their stations ; also, leadsmen in both chains or quarter
boats.
Gunner's gang tend chain around capstan, fore and
main topmen port watch be ready to bitt or unbitt, tend
stoppers, or at controllers, &c. Master-at-arms and servants
or berth-deck cooks tend berth-deck compressors ; tierers in
the chain locker. Man the bars. Heave around ! and heave
in the cable to a short stay.
As soon as "brought to," the first lieutenant orders the
officer of the forecastle to inform him when the chain is in
to a certain scope, say fifteen fathoms chain in five fathoms
water, though it depends entirely upon the strength of the
wind and sea.* When in to the required scope, the officer of
the forecastle commands. Avast heaving! and reports to
the first lieutenant, who then directs the men to be sent up
(supposing it a frigate) to make sail.
The cable being in to a short stav, Heave and paul!
stopper the cable well, and unship the bars, on the spar
deck.
Stations for making sail ! Lay aloft sail loosers ! and
when the men are aloft and readv, Lay out and Loose !
Man the topsail sheets and halliards ! In the meantime the
forecastle men are loosing the head sails, and the afterguard
the spanker ; when ready, Stand by ! Let fall ! Sheet
* The old rale for a short stay was, that the cable should be on a line with
the foretopmaflt stay.
-5^^ GETTING UNDER WAY UNDER SAIL.
home! Lay in! Lay down from aloft ! The men all lay
down on deck, except a few hands in the tops to liirht up
and overhaul the rigeing ; at the same time, ease away the
topsail clewlines, and haul close home the topsail sheets
As soon as the men are clear of the yards,. Ifenrf the braces!
Haul taut ! Hoist away the topsails ! giving also the
cautionary order Light up the rigging aloft ! Hoist the
topsails to a taut leech, and Belay the topsail halliards »
or High enough the fore ! Well the mizzen ! Belay the main f
&c., &c. Sheet home and hoist the topgallant sails, and
then the royals, if the wind is light. Brace up the after
yards for the tack on which you wish to cast, and the head
vards abox to pay her off. Top up the spanker boom, and
bear it over on the side you wish to cast.
The following commands are commonly given, sail be-
mg made :
Man the port head brakes ! Starboard main, port cross*
jack braces ! —or, the reverse, as you wish to cast (after part
generally to after, forward part to head braces).
Let go and overhaul the lifts ! Clear away all the bow-
lines ! Tend the lee braces !
Haul taut !
Brace up !
Brace abox !
It will be observed that the booms are not triced up when
loosing to get under way.
The sails being set, Man the bars! ship and swifter
them ; Heave abound ! at the same time giving her a sheer
with the helm. The officer of the forecastle reports when
the cable is ''up and down,"' and also when the anchor is
a weigh! at the former report, Man the rib and flying-jib
halliards ! The fore topsail pays her head off, ana as soon
as the head sails will tate the right way, Let go the down-
hauls, hoist away ! Put the helm a-lee for stemboard, at
the same time, heave the anchor up to the bows ; and as soon
as it is high enough, Ava^t heaving ! Paul the capstan I
stopper the cable ; cat and fish the anchor. When sne has
fallen off sufficiently, Right the helm ! Brace around the
liead yards, and set the spanker. Trim the yards and stand
out to sea, making sail as required.
As soon as the anchor is catted and fished, the cable is
bitted and cleared for running. Having passed the bar-
buoy, and seeing that all the sails are properly set, the
anchors and boats secured, and no further necessity for all
hands to be on deck, the first lieutenant reports the fact to
the captain, who directs him to **pipe down." On the
boatswain piping down, the officers leave their stations and
the lieutenant of the watch takes the trumpet, receiving the
course from the pilot or navigator.
In some cases, though rarely, the captain gets the ship
GETTING UNDER WAY UNDER SAIL. 289
under way. When he does not. the first lieutenant does
it, though the captain is still responsible for the manner in
which it is done.
In getting under way in a spacious harbor, where you
have sufficient room, if circumstances will admit of it, it is
advisable, particularly if blowing fresh, to keep the f oretop-
sail to the mast until the anchor is catted and fished : to do
w^hich set the spanker as soon as, or before, she oreaks
^oimd, and keep the head sails down ; or flow the jib-
sheet.
Should it blow sufficiently fresh, and present appear-
ances of heavy weather outside, it is advisable to reei the
topsails while setting them.
When getting under way to stand off on a wind, the
spanker may be set, and very often is, when sail is made ;
guying the boom on the lee quarter, or the side to which
you cast, as this catches the vessel snould she be inclined
to fall off too much.
To Cret uncler* ^^^^y fi*oiix F'ixecl IMooi--
ingrs. Proceed as in the above, bracing the yards as you
wish to cast, then slip the moorings and trim the yards to
the course, or use a spring from the moorings if circum-
stances require, taking both ends of the spring inboard that
you may let go one end, unreeve and haul it on board.
RIDING HEAD TO WIND,
WITH A BOCK OR SHOAL ASTERN, AND CLOSE ABOARD — ^TO GET
UNDER WAY AND MAKE SAIL, BY THE WIND, ON THE STAR-
BOARD TACK. (Case 4.)
The object now is to get the vessel under way without
losing anythin|^, either in drift after the anchor is aweigh,
or in falline on after casting.
Having hove in to a safe scope, run out a hawser ahead,
^th a kedge, from the starboard bow ; and having let it
go, haul the nawser well taut ; masthead the topsail and
topgallant yards, having the sails loosed, and only confined
to the yards by the quarter gaskets ; brace the yards sharp
up by the port braces, fore and aft ; loose the courses, jib
and spanker, and have them ready for setting ; the star-
board jib-sheet aft, and the fore and main tacks and sheets
stretched along the deck.
Man the bars and heave around briskly, until the anchor
is up, taking in at the same time the slack of the hawser ;
cat and fish the anchor ; and have it ready for letting go as
soon as possible.
Man the hawser and warp the vessel ahead, sheering her
with the starboard helm. Have the topsail sheets well
manned, and as soon as the kedge is short apeak, or comes
290 (iETTINd UNDER WAY UNDER SAIL.
home, sheet home the topsails, run up the jib, haul out the
spanker, with the boom on the port quarter; and as soon as
the jib takes, with the wind on the starboard bow, run the
kedge up to the bows.
As she falls off, and the moment the topsails take, draw
the jib, set the courses and topgallant sails, and right the
helm. Should the kedge come home before it is apeak,
make sail immediately, hauling in the hawser at the same
time.
If she is falling off rapidly when the topsails take, set
the spanker and mainsail alone, easing off the jib-sheet ;
and as she comes to, board the fore tack, haul aft the jib-
sheet, and meet her with the helm.
If, when the kedge is aweigh, she should fall off to star-
board, and bring the wind on the port bow, let go the
anchor and bring her up. By this process you have warped
considerably ahead or the anchorage, and by counter
bracing the head yards you may get under way, as under
ordinary circumstances, or you may run out the kedge
again, and make a second trial.
If, while warping ahead, the kedge comes home, or the
hawser part^, proceed at once to make sail or let go the
anchor.
GETTING UNDER WAY IN A TIDEWAY.
In the foregoing examples, we have had nothing to con-
sider, in getting under way, but the effect of the sails and helm
on the vessel : but in a tideway, we have also the force of the
current to guard against, or profit by, during the operation.
The principles involved are the same in both cases, bein^
careful to keep in mind that the tide, running past the ves-
sel, will act on the rudder in the same manner as if the
vessel were going ahead at that rate of speed ; and to allow
for the drift of the vessel after the anchor breaks ground.
Lying at anchor in a tideway, a vessel will ride to the wind.
or tide, which ever is the stronger.
I>etlnitioii of Ticlew. Flood tide, is the in-
coming tide.
Ebb tide, is the outgoing tide.
A windward fide, is when the wind and tide are con-
trary.
A leeward tide^ is when the wind and the tide are
together.
A windward ebb, is when the tide is setting out, and the
wind blowing in.
.4 windward flood, is when the tide is setting in, and the
wind blowing out.
A leeward ebb, is when the tide and wind are both set-
ting out.
GETTING UNDER WAY UNDER SAIL. 201
A leeward flood, is when the wind and tide are both set-
ting in.
A spring tide is the highest tide, and occurs just su^-
sequent to the fttll and change of the moon.
A neap tide is the lowest tide, occurring when the moou
is near the first and third quarters.
TO BACK ASTERN. (Case 7, Plate 109.)
If you have not room to cast, either to port or starboard,
from your anchorage— suppose a vessel on each quarter —
weigh the anchor, and drift down between the vessels be-
fore you cast, thus :
Heave short ; set the topsails and spanker ; brace all the
yards about halfway up by the port braces ; then heave in
on the cable, and as soon as the anchor is aweigh, put the
helm to port ; the tide acting against the starboard side of
the rudder, casts the stern to port ; the sails being aback,
she will soon gather stemboard, when the effect of the tide
upon the rudder will be lost ; but the resistance by stern-
board on the port side of the rudder and the effect of the
spanker will counteract the tendency of the fore topsail to
pay her off. In this manner let her drift down with the
tide, between the two vessels. Shoidd she pay off too much
you may bear the spanker boom well over to windward,
and brace the niizzen topsail sharp up. Should she, in
stemboard, be m danger of fouling the one vessel, she will
increase the distance from the other, when you may brail
up the spanker, shiver the after yards, hoist tne jib, and let
her go around before the wind, righting the helm as she
gathers headway.
In like manner a vessel may be backed astern where
there is no tide.
But this manoeuvre should not be attempted except with
a smart working^ ship, as a sluggish vessel or one that takes
a rank sheer, will be likely to foul one of the two dangers
before any change in the disposition of canvas will affect
her movements. Therefore, with an ordinary cruising
vessel, getting imder way under sail, proceed as follows :
Heave short ; set the topsails, reeled if necessary, and
keep the yards sauare ; the helm amidships. Heave in
again, ana when sne breaks ground and starts astern, paul
the capstan and stopper the cable. You may thus chib
down, and when clear of danger heave up briskly, wear and
make sail as requisite.
H.em.Cii*ks on "Weigliiiigr* If a J^hip has a
leading wind and is anchored in a narrow channel, or in
the midst of a number of a vessels, she should be got under
way before the tveather tide is done, as it would be ex-
tremely difficult to cast her upon the lee tide.
^21)2 GETTINti UNDER WAY UNDER SAIL.
TTlie Kleclgr*^ a^nd Tog-gle. When using a
spring the weighing of the kedge may be much facili-
tated by bending the hawser to the crown of the anchor ^ and
securing it to tne ring by means of a squilgee toggle. If
the anchor has been carried out by a boat let her hang on to
the buov, and at a signal from the ship pull out the toggle,
when tne kedge mav be run up to the quarter, and when
the ship finds room sne will heave to and pick up the boat.
ANCHORING.
[•al Heiiiai*kK on
Ships, on getting within signal distance of the senior officer,
are required to show their number, and on this being recog-
nized, that officer gives his number in return.
Local signals, or temporary additions to the si^al books,
general orders, and copies of the squadron routine, should
be procured without delay after joining company.
Shortening all sail together, in coming to anchor, how-
ever well done aloft, cannot but crowcT the decks at a
time when you want silence and the power of carrying out
a sudden alteration in your plans. Except when you want
to ** charge " into a station with great way, or catch breezes
over the land with your lofty canvas, the seamanlike way
to come to is under topsails, after the courses and upper
sails have been taken in and the upper yards squared. Y ou
can then feel your way with the to}^sails, deaden it with a
check of the braces, freshen it with a small addition of can-
vas, or stop it by heaving aback.
When about to shorten sail, get the marks on the lee
lower lifts down ; clew up ; man all the braces, and lower
and square all together.
In coming in, while blowing hard, get as much sail
reefed and furled as you can spare with prudence, and the
cables double-bitted. If running, round to before letting go,
and have hands by the second anchor ready for letting go.
Always double-bitt before anchoring in deep water, as at
Madeira, and similar anchorages.
Should you use a buoy, do not part with it until veering
obliges you to do so.
The rolling motion may be checked, when at anchor,
provided there be not too much wind, by making sail ana
oracing by. This is no unimportant object, especially in
liandling boats.
No one who could help it would moor in a roadstead. At
single anchor a ship is ready for sea, and her remaining
anchors are disposable for a gale from any quarter.
The common rule for giving the proper scope to ride by,
in moderate weather, is six times the depth of water.
If possible, in coming to, the vessel should be given a
AN'CHORING. 293
sheer with the helm so that the anchor let go will be the
weather one to insure the ship swinging away from it.
This should be done whether under sail or steam.
In coming to an anchor, it is desirable to run the cable
out straight, clear of the anchor, after letting^ go. To do
this we must either wait for stemway before letting go, or
else let go while there is heawiway on, and pay out roundly.
For tie former there must be wind enough^(if there is no
tide) to force the ship astern. In the latter, there is the
chance of damaging the copper and snapping the chain,
and thus of running on board a vessel which we had
reckoned on clearing. It is evidently an unnecessary risk
in strong breezes, and therefore only adopted in light ones,
where tne risk is small. The mizzen topsail is often set
aback to g[ive the ship stemboard.
The object in thus laying out the cable is, that not only
will the anchor be clear, but that (except in strong breezes
and tides) the ship will ride far from her anchor by the
mere weight of the chain, where it rises from the bottom.
PREPARATIONS FOR ENTERING PORT.
It will be assumed that the ship has had a long and
boisterous passage, and that she is approaching her port
of destination under favorable circumstances, pleasant
weather, and with a reasonable prospect of making a speedy
run in.
On striking soundings, bend chains and get the anchors
oflf the bows. A day or two before making the port, send
down any extra rigging that may be aloft, scrape and
grease spars, get the upper masts in line, and see that
all the sauare marks are on the lifts and braces. Scrub
paint- work inside and out, and if found necessary give the
ship a light coat of paint outside. Touc^h up all chafes on
the spars aloft. The morning before going in. holystont'
decks, and scrub boats, spars, and oars. Sling clean ham-
mocks the evening before.
As you near the port, send down all chafing gear, lower
the boat davits and square the boats, having them all ready
for lowering, have all the half ports squared, and see that
no lines are towing overboard. Have sentry boards placed,
and sentries ready for posting, the ac^commodation ladder
scrubbed and ready for shipping. All sheets snug home,
and sails up taut; clew-jiggers hooked, if used. If antici-
pating a long stay in port, the studding-sails may be unbent,
the gear unrove, tallied, and stowed away. If intending to
moor inunediately after anchoring, rig the capstan for th"
chain of the anchor first let go. unless the bars will be \u
the way. The officers and crew should be dressed in the
*>4 AX' H-»FIV",.
urr.iorrn pr'-^Tif^*-d Ky th^ r-apiain, E^»-r7 prv-paration
*»fjOi,'J Fj^ rna^ifr for firin;^ a saiut*-, and tin: fla^ to be Ui^t^
in r^-ix/iiu-^^
S^^m^imfrs the toj»saiI <sheets and fore and mam tacks and
«hf?*fts ar*- sin^l*-d to facilitate shortening sail.
If cornini^ in under steam alune, have all the sails neatly
furl^rd, yardh J^^^uare^i, and rijrtring hauled taut.
On approaehinj^ a p^^irt at any tune, day or night, have the
colors h^'t. If It has been too dark to make out the colors
Uf^ffi th*- *»lj:f/s ♦'nt^-rinK iH»rt. th^y are to be hoisted at day-
bn-ak th** next morning, and hauled down a few minutes
iM'f'ire th*' time for ••colors."
I'fKin nearing the anchorage, the officer of the deck, when
H/i orden-d. direr-t*; the boatswain to call '•Brixg ship to
AVf'HOR I" Tlie first lieutenant then takes the tnunpet. and
offirer^ and crew refiair to their stations. The officers, fol-
lowing the executive, repair in the order of rank to the fore-
cjtKtle, main d^-ck. starlxmrdand port g^angwaysandmizzen
mast. The officer assigned to this duty, will see that both
anchors are ready for letting go, that the chains are bitted
and clear for nmning. compressors thrown back, with men
U> man the falls, hfK>k-ropes, stopi>ers, &:c., at hand.
The junior officers are distributed about the ship to the
best advantage.
The principal stations of the crew are at the wheel, lead,
anchors, conn, signals, clew-jiggers and buntlines, down-
hauls and brails, and weather braces. Hands by tacks and
slicets, halliards, outhauls, bowlines, lee braces, and on the
low(?r yards to overhaul the topsail sheets. Also hands by
the compressors, and hook-rope on the main deck.
Only those men stationed aloft will go there ; all others
must keep below the rail, out of the chains and clear of the
ports. Care should be taken that the general appearance of
the ship is neat and seamanlike.
For detail of duties of the men stationed at the anchors
at the order Let go ! see Chapter XIV.
If a senior officer's ship is lying in the port, observe the
disposition made of his light spars, and, if need be, make
the usual signals and all preparations for sending down
light yards and masts, should his be on deck. Sway at the
onler Lay down from aloft ! after furling sail, but lower
carefully while men are in the rigging.
A v(\sHol entering port with Tight yards in the rigging
should make similar preparations for crossing them on
anchoring if the senior officer has his light yards across.
As soon as the sails are furled, lay down all but the
square yard men, send a boat ahead, square yards haul taut
and stop in rigging, and pipe down.
Get the lower booms out, rigged for port, and lower boats
according to circumstances. When coming in under steam
ANCHORING. 295
alone, the former are generally rigged out as the anchor is
let go. At the same time, circumstances permitting, run up
the jack if the topgallant yards are across, and fire the first
gun of the salute.
The catamaran should be ready, so that the copper may
be scrubbed and oiled the morning after coming to.
Immediately after anchoring, the navigator get's bearings
of the prominent objects in sight, that the ship's position
may be plotted on the chart. These bearings must be en-
tered in the loe.
On pipine down, the first lieutenant gives up the deck to
the officer of the watch.
HAVING A LEADING WIND,
TO RUN IN AND ANCHOR. (NO TIDE.)
Bring ship to anchor! See that all the officers and
crew are on deck and at their stations. Top-gallant and
ROYAL YARDMEN IN THE TOPS ! Stand by to take in all the
studding-sails and royals ! After the men are stationed, take
them in, giving the command. Haul taut ! In studding-
sails AND ROYALS I Or give the command for the stun'
sails in detail. Rig in and get alongside the studding-sail
booms, make up and stow away the sails, trice up the gear,
take the burtons off the topsail yard, and jiggers off the top-
gallant lifts, if used.
Man the top-gallant clewlines! Fore clew-garnets and
huntlines! ancl when ready, Haul taut I In top-gallant
SAILS, UP FORESAIL !
Furl the top-gallant sails and royals ! The moment
this command is given, the light-yard men should lay aloft
from the top, and after furling the sails snugly, lay down
on deck.
Square the lower yards by the lifts, and let the captains
of the tops square the top-gallant and royal yards.
Man the topsail clew-jiggers and bnntlines ; jib down-
haul! spanker outhaul ! At this command hands lay out on
lower yards to overhaul topsail sheets. Have hands sta-
tioned by the topsail sheets and halliards, jib halliards and
spanker brails, and to attend the braces. Bear the spanker
boom over on the quarter.
When near the anchorage, put the helm to starboard or
port, as the case may be, having allowed for head -reach in
l)ringing her to the wind. Then give the command, Haul
taut! Let go the topsail sheets! Clew up! Haul down
THE JIB ! Haul out the spanker ! As soon as the sails
shake, having the wind abeam. Settle away the topsail
halliards ! Square away ! Take in the slack of the braces
as the yards come down, keeping them square. The bunt-
296 ANCHORING.
lines are hauled up above the yard, the clews hauled for-
ward by the clew-jiggers.
She comes to the wind by the effect of the helm and
spanker, and as soon as she loses entirely her headway givt-
the commands. Stand clear of the starboard (or port) chain .'
Let go the starboard (or port) anchor ! Spanker braiLs.'
and as soon as she swings to the anchor. Brail up the
SPANKER !
Direct the officer of the forecastle as to the scope to be
given, he reporting the order carried out when the chain is
secured: furl sails, square yards, haul taut rigging, and
pipe down.
If coming in before the wind, or with the wind well aft.
the head sails may be down, or hauled down before short-
ening sail.
If the crew has been well drilled, all the studding-sails,
top-gallant sails, rovals, and foresail may be taken in to-
gether ; and this, when well done, has a fine eflfect.
The best command to give on such occasions, where every-
thing is started together, is :
Haul taut I Shorten sail !
This should be done in time sufficient to admit of getting
the sails, booms, and gear out of the way before taking in
the topsails.
The top-gallant sails and royals should be furled at once,
when clewed up. To this end it is well to have the light-
vard men on tne jack and cross-trees ready to lay out the
moment the yards are down.
It is not advisable to attempt to reduce a cloud of canvas
at once, unless the crew and rigging are in such a state as
to insure success.
TO COME TO ''HEAD ON."
If there is not room to take the necessary sweep, in comings
to anchor with the wind aft, check-stoppers may be put on
the cable to deaden the headway. Having clewed up the
sails in good time, furl them, that you may approach the
anchorage with as little headway as possible. The anchor
being let go, the checks, breaking one after the other, serve
to stop her headway before the range is veered to. If no
cable IS ranged, have careful hands at the compressors.
TO STAND IN ON A WIND AND ANCHOR.
Coming to anchor with the yards braced up, you must
have the weather braces well manned, and nave hands
ready to square the lower lifts, before the topsails are clewed
up ; and the moment the order is given to clew up, let the
ANCHORING. 297
braces be hauled in, and the lower lifts hauled taut to the
square mark. Some officers square the yards by the braces
before they clew up the sails. This hastens to stop her
headway, and it is necessary in some cases, as, for instance,
in coming to in a crowded harbor, or where 70U have little
room. But it renders the operation of clewing up difficult,
from the sails being aback and binding against the rigging.
Others clew up the topsails, and then, manning all the
weather braces, command. Settle away the topsail hal-
liards! Square away ! When circumstances permit, this
is preferable.
As soon as the cable is taut and the anchor ahead, " veer
to " on the cable, giving it to her as she will take it.
Standing in on a bowline iinder all sail, the most approved
method is to shorten sail to topsails, jib, and spanker, and
to come to under that sail.
Everything being in readiness, give the conmiand —
Man the fore ana main clew garnets and buntlines I
Top-Gallant and royal clewlines, flying jib downhaul!
Aloji top-gallant and royal yard men I *
Having hands by the tacks, sheets, halliards, and lee
braces, and weather top-gallant and royal braces manned,
command, Haul taut !
Shorten sail !
The sails are clewed up, yards clewed down, and squared
in by the braces.
Furl the top-gallant sails and royals, stow the fly-
ing-jib.
Next command —
Man the topsail clew-jiggers and buntlines!
Jib dowhaul!
At this command the men stationed there lay out on
the lower yards to overhaul topsail sheets, and a few hands
are sent to the spanker sheet.
Stand by the starboard (or port) anchor!
When it is judged that the ship can be luffed up into her
berth, command the helm —
Hard down !
Haul taut !
Let go the jib halliards ! Haul down !
Clear atvay the topsail sheets ! Clew up !
The spanker sheet is now hauled over till the boom is
amidships; the jib is hauled down snug, and the topsails
clewed up. Then —
Man the weather braces ! Stand by the topsail halliards!
Settle atvay the topsail halliards! Square away !
At this command the topsail halliards are settled away
roundly, and the braces hauled in to the square marks.
The quartermaster in the chains, judging by his lead, will
* Thia presupposee the light-yard men have already been sent into the tops^
iJ98 ANCHORING.
report when headway ceases; as soon as the ship com-
mences going astern, Stand clear of the starboard chain!
Let go the starboard anchor 1 If a buoy is used, firsts
Stream the buoy!
When head to wind, put the wheel amidships and secure
it, and brail up the spanker.
Let her take the chain from the locker if she will, and do
not pay it down in a lump under the forefoot. If the wind
is so light that, even with the mizzen topsail set, she will
not take the chain, you must wait either for the tide or a
stronger breeze to send her astern.
The anchor being down —
Stations for furling sail !
Man the bunt-jiggers, have hands by the clew-jiggers and
buntlines, &c., and proceed to furl. Should it be found,
after clewing up, that the ship head reaches too much, and
is in danger of louling another vessel, sheet home and hoist
the mizzen topsail. Should this prove insufScient^ drop the
foresail.
IN EXPECTATION OF BEING FOULED
BY ANOTHER SHIP DRIFTING DOWN FROM AHEAD.
Send hands aloft to drop the foresail, screw down the
forward compressor, unshackle the cable, bend on a hawser,
and, as the vessel approaches, slip, and give her a wide
berth. A head sail hoisted, with the sheet to windward,
may assist in canting your vessel clear of the danger. In a
fresh breeze, stand by to veer instead of unshackling.
If collision is imavoidable, get the swinging boom along*
side, lower the quarter boat and lower deck ports, overhaul
lower lifts, and orace the yards up on the tack opposite to
the side the ship is on.
If a vessel gets athwart vour hawse in a strong tide,
probably the easiest wav to clear is to send a kedge astern,
set taut the hawser, and wait for the tide to turn. When it
does, you will swing by the stern, and the other vessel be
drifted clear of you.
For tending ship at single anchor, see Appendix K.
CHAPTER XXI.
THE DECK.-11AKING AND TAKING IN SAIL.
On fi^ettine clear of the harbor, the first lieutenant causss
everything about the decks to be secured for sea : the boat-
swain, upon receiving the order, secures the anchors, and,
if a long passage is anticipated, the chains are unbent and
the hawse-bucKlers put in. If the chains are not unbent
the hawse- pipes are closed bv means of Jackasses (canvas
bags stuffed with oakum). The chains after being cleaned
are paid below. Dry and stow away everything used in
getting under way.
If tne vessel be under sail alone, the anchors and chains
are kept ready for use imtil a good offing is made.
On piping down from getting under way the first lieu-
tenant turns the deck over to the officer having the watch,
who is at once to acquaint himself with the position of the
ship, her condition, and all orders remaining to be exe-
cuted.
Before losing sight of the land, the navigator takes the
departure, puts over the patent log and sets the course,
when the officer of the deck will commence heaving the
log and marking the log-book. The chafing^ gear will now
be put on, the boats topped up and secured, and the stud-
ding-sail gear will be rove, if not done before leaving port.
The Officer of* tfaie Deck* An outline of the
daily routine at sea will be found in the internal rules and
regulations of the ship, but a few minor details may be here
mentioned. Let it be supposed that an officer is called at
3:50 A.M. to keep the morning watch. Ten minutes is the
usual time allowed for him to reach the deck. Having
received ell the orders, information, &c., he will, on the
watch bein^ reported up, and the wheel and lookouts re-
lieved, "reheve the watch," and have the watch on deck
mustered. In the meanwhile he ** passes the course" to the
man at the wheel, looks at the compass if goin^ free or
under steam, or at the sails if "full and by," ana this he
should frequently repeat during the watch. After the
mustering of the watch it is well to make a rapid survey
of the deck, to see that the yards and sheets are properly
trimmed, weather lifts and weather braces taut ; lights
burning brightly, lookouts properly stationed, and to give
any cautionary orders to tne officer of the forecastle he
299
300 THE OFFICER OF THE DECK.
may deem expedient, such as to have the topgallant clew-
lines led along, and keep a bright lookout ahead.
Except when making such inspections, or when obliged
to satisfy himself personally of any fact, the oflScer of the
deck should make it a rule to stay at his proper station, on
the bridge or horse-block. He should observe this rule,
especially when giving orders, instead of rushing about, as
is too often the case, to assist in carrying out his own com-
mands.
The captain of each part of the ship should be supplied
with a list of his men. Petty officers mav generally be
relied upon to muster their own parts and to report ab-
sentees, if there are no junior officers available for this
duty.
The very great advantage of calling the watch ten or
fifteen minutes before eight bells, giving the men time to
prepare for their watch, and to be mustered before the time
for relieving, may be here reiterated. It would add to the
health and comfort of the crew, to the safety of the ship
when under sail, and relieve^ the mind of the officer of the
deck of the anxiety felt during that painful intern^gnum
when neither watch feels it incumbent to "man the main
clew-garnets and buntlines,'' let it look never so squally to
windward.
The habit cannot be too earnestly recommended to the
young watch officer of anticipating various emergencies
and casualties, such as a man fallmg overboard, parting
rigging, &c., &c., and determining what should be done in
eacn event, that when it does occur, the right order may
burst involuntarily from the lips, and the mind be fully pre-
pared for the necessary evolution.
The orders of the executive officer in reference to wash-
ing clothes or scrubbing decks, called "morning orders,"
and usually written in an order book, are put in execu-
tion immeaiately after mustering the watch, unless trim-
ming yards, or other essential duties, or want of light pre-
vent. If clothes are to be washed, the command is (?iven
to " lay up the rigging fore and aft" and " sweep dovm,'- and
the boatswain's mate is ordered to call the "watch scrub
and wash clothes." A certain time should be allowed for
washing — not over an hour — and the clothes should be
neatly stopped on the lines so as to lap, each piece, by an
inch or two, the white and blue separate, the former always
being above or on a different set oi lines, that they may not
be soiled by the dripping of the latter.
At sunrise the command is given, Lay in, deck lookouts!
Lay aloft the masthead lookout! The lights are taken in,
forward officers called, and the master-at-arms directed to
turn out and report up the idlers.
The mates of the decks get their orders from the officer
of the deck. If the main deck is to be washed, the second
THE OFFICER OF THE DECK. 301
part of the watch is sent below. But if under sail, an
officer should be cautious not to allow the watch to become
so much engaged, or the running rigging so encumbered,
that the safls may not be readily handled, or the yards
braced in anv sudden emergency.
At six bells the boatswain will be directed to ''call all
hands and pipe the hammocks up," after which get all the
sheets home and sails taut up.
If on a wind, proceed as loUows :
Get a jigger on the main tack, slacking the weather lift
and lee brace, and the sheet if necessary. Then haul taut
the lift and brace, haul aft the sheet. Now get jiggers
on the weather, then the lee topsail sheet, getting them
home alike; overhauling well the clew-lines and reef-
tackles, slacking the halliards and tending the topgallant
sheets. Then clap on to the topsail halliards, heaving off
the lee brace ana tending the weather one and the top-
fallant sheets. Get the topsail up to a taut leech, then haul
omethe topgallant sheets, pull up on the halliards — always
attending the braces and the sheets of the sail next above,
and then get the royal sheets close home and the sail up
taut. Proceed similarlv on the fore and mizzen, haul the
heads of the fore-and-aft sails chock out, and then the sheet
or foot out-haul aft.
See the head-sails hoisted with a taut luff, and trim aft
the sheets.
If free, with studding-sails set, get the lower studding-
sail halliards up, then trim the out-haul. With the other
studding-sails, get the tacks boom-ended, halliards chock
up and sheets trimmed, in the order named.
In trimming studding-sails, if the tack of the sail will
not reach the boom end when the halliards are up, the boom
hasprobably been rigged too far out.
The sails being trimmed, put the tops to rights, ham-
mock cloths and Doom cover smoothed over and stopped
down, bright-work cleaned, chains swept out, peajackets
put in the bags and stowed away, and rain clothes hung on
the jackstays between the launches.
An officer should never leave anything to be done by hip
relief which he should have performed himself.
At sunset the command is given, Get out the running
lights! Station deck lookouts! and Lay down from the
mast-head ! — the side lights are lighted and placed in posi-
tion, in the light-boxes. Send aloft the mast-head light if
under steam.
Half an hour before each meal the ship's cook makes his
report at the mast ; before breakfast and supper that "tea-
water is ready for serving out," and at 11:30 brings the
dinner for inspection. If nothing has occurred to interfere
with the regular meal hours he is ordered to serve out.
Everything affecting the health and comfort of the crew
302 MAKING AND TAKING IN SAIL.
should receive the earnest attention of the officers. There
are minor points of duty which no rules or regulations can
reach, and which must be left to the thoughtfulness and
good sense of the officers themselves. Thus a considerate
officer will anticipate a rain-squall, and ^et washed clothes
or scrubbed hammocks down in good time. He will not
commence an all-hands job fifteen minutes before twelve
o'clock, and send the men down to dinner at one bell. Boats
and working parties will be recalled in time for their meals ;
timely preparation will be made for rain that the men may
not be exposed to it unnecessarily, and a dry place reserved
for the watch below.
MAKING AND TAKING IN SAIL.
Young officers should make themselves familiar with
the lead of the running rigging, and where it belays, and on
first getting to sea, it is well to exercise the crew at man-
ning the ropes, that they may learn their lead and be
enabled to find them on the darKest night.
To Set a Foresail, give tne command —
Man the fore tack and sheet I
At this command the men jump to their stations, the
fore tack and sheet are manned, one hand being by each
clew-garnet, and the buntlines and leechlines let go.
Lay down on the fore yard and overhaul the rigging!
At this command, one or two of the topmen lay down,
and overhaul, through their blocks, the buntlines and leech-
lines.
If the weather is moderate, as soon as the officer of the
deck sees that the men are at the stations, he commands —
Clear away the rigging ! Haul aboard 1
At this the clew-garnets are. let go, the tack hauled for-
ward, and the sheet aft.
rriie ^fainsail is «et in the same manner, substi-
tuting main for fore; and to get the tack close down, it is
advisable, if the yard is braced sharp up, to ease off the
lee main brace,* and overhaul the weather clew-garnet,
weather main-topsail clewline and main lift. After the
tack is down, brace up the yard, haul taut the lift ; reeve
and haul the bowline.
When the yards are square, and the wind directly aft,
the mainsail is never set, but is hauled up snugly ; with the
wind quartering, the lee clew may be set to great advan-
tage. To do so, Man the main sheet! Overhaul the main
buntlines and leechlines ! When ready :
Ease down the lee clew-garnet ! Haul apt !
The weather clew is kept fast.
* Not applicable to the fore, as the brace has more of a horizontal lead.
IfAKING AND TAKING IN SAIL. 303
To set the Foresail toefore the ypvin^^
Man both fore sheets !
The rigging being let go and overhauled as before^
command —
Down foresail ! As the' sail comes down, take through
the slack of the tacks ; haul taut both lifts, haul through
the slack of the sheets.
To set the Courses (by the wind), command —
Man the fore and main tacks ana sheets I
Lay dovm on the lower yards to overhaul the rigging!
When the gear is reported all manned —
Haul taut I Clear away the rigging ! Haul aboabd I
To take in a Oorurse in modeirate
Tveathei*. If a foresail, command, Man the fore clew-
aamets and huntlines! The clew-garnets and buntlines
oeing manned, men stationed at the tack, sheet, and bow-
line, conmiand —
Haul taut ! Up foresail J
The tack, sheet, and bowline, are let go, the clews of the
sail are run up by the clew-garnets, the body by the bm\t-
lines ; man the leechlines and haul the leeches to the yard.
In a ii*esh lii^eeze, or gale of wind, it is neces-
sary, in order to avoid shaking or flapping the sail, which
may split it, to proceed thus : If you wish to set a course,
the yard being braced up, everything being manned,
conunand —
Ease down the lee cletv-gamet ! Haul aft I
Then when the clew is sufficiently aft to fill the sail —
Ease down the weather cletv-gamet ! Haul aboard I
To take it in, under similar circumstances, the men being
stationed, command, Ease off the fore-tack and bowline !
Haul up to windward I Then, Ease off the sheet I Haul
UP TO LBEWARD ! Having the buntlines well manned, run
them up the moment the sheet is started ; the lee clew being
the first set, and the last taken in, steadies the sail during
the operation.*
Setting the mainsail when bracing up, it is better to get
the tack down before the lee brace is near the sharp-ap
mark.
On setting courses by the wind, before hauling aboard,
check the lee braces, for the bunt of the sails may nip or be
jammed between the yard and the stay, and at all events,
the main tack will come down better.
nropH£Lili>3 are the first sail set in getting under way,
when cruising under sail, and the last taken m, in coming
to anchor, except the spanker. At sea they remain con-
stantly set, are reduced by reefing, in fresh winds, but
never taken in except in gales of wind, or for the purpose
* In taking in a course, blowing fresh, haal taut the lee lift before starting
tfaatMk.
304 MAKING AND TAKING IN SAIL.
of repairing or unbending. The mizzen topsail is an excep-
tion, inasmuch as it is often settled down on the cap or
furled, when sailing with the wind directly aft. and oiten
taken in in heavy weather, when the fore and main are
close reefed.
rFo set a. rropsa.il. The yard being square and
on the cap, command —
Stand by to lay alofty sail-loosers of the fore {main or
mizzen) top-sail! Lay aloft 1 When the men are aloft,
Lay out and loose !
The top-gallant studding-sail booms need not be triced
up. The men lay out on the yard, and loose the sail by
casting oflf the gaskets. While doing which —
Man the topsail sheets and halliards f Tend the braces!
The clew lines are tended and buntlines let go, and over-
hauled aloft, the gaskets cast off, the bunt- jigger unhooked,
and the men on the yard holding up the san oy hand, it is
reported ready. The sheets being well manned, the com-
mand is given, Stand by! Let fall ! Sheet home ! Lay
in ! Lay down from aloft ! The clews of the sail are
hauled out to the lower yard-arms by the sheets, until the
foot of the sail is taut, hands easing away the clewlines as
the sheets go home. * Meanwhile :
Hoist away the topsail I
The yard is hoisted by the halliards, until the leeches of
the sail are taut, keeping the topsail reef tackles, topgallant
sheets and studding sau tacks, and the topsa^ clewlines
and topmast studding sail halliards well overhauled.
HTo take in a. rFopsail, as in coming to anchor.
Man the topsail clew-jiggers and buntlines! Weather braces!
At this conunand, the clew-jiggers and buntlines are
manned; hands stationed by the sheets, halliards, bowlines,
and braces; the latter for the purpose of squaring the yards
if braced up ; have a hand on each lower yard-arm to render
the sheets through their sheaves; command, Clear away
the topsail sheets, Clew up ! The clews are hauled up by
the clew-jiggers, and the body by the buntlines ; when the
sail is up, and the weather brac^es manned, Settle away the
topsail halliards ! Square away i The yard is now lowered
on the cap and squared in at the same time, the buntlines
and clew-iiggers are kept some distance above the yard.
To Set a CloHe-H^eeied Topsail. Brace
up the topsail vard sufficiently, and the lower yard more
than the topsail yard. Haul taut the lee topsail brace, then
having loosed and let fall, Man the topsail sheets ! Attend
the gear, let go and overhaul the buntlines, Ea^e down the
lee clewline, haul home the lee sheet ! keeping the vessel
* In setting the light sails, the men are ordered in before sheeting; home, to
avoid accidents dae to the motion of the yards, which have considerable play.
In heavy weather, or whenever ther« are men on tlie lower yards, it would
be well to observe the same rule in slieeting home the topsails.
MAKING AND TAKING IN SAIL. 305
oflf if necessary; then, Ease down the weather clewline!
Haul home the weather sheet! Man the halliards and
sway the yard clear of the cap. Trim the yards, haul
taut the weather-brace and haul the bowline.*
To HTake in a Topsail in a Grale. Say the
fore : Man the fore-topsail clewlines and buntlines, weather
fore-topsail brace I The weather clewline is manned best ;
nands oy the lee brace, sheets, and halliards ; when ready,
keep the ship off a point, ease off a fathom of the lee sheet.
Settle away the halliards I Brace in and clew down ! Ease
away the weather sheet! Clew up to windward ! The
weather clewline and both buntlines are run up ; Ease away
the lee sheet ! Clew up to leeward 1 The weather brace
is hauled in when the yard is clewed down. Point the yard
to the wind, steady it well, and furl the sail.
To take in a close-reefed topsail with the wind abaft the
beamy haul up the lee clewline first ; brace the yard in by
the weather brace until it is pointed to the wind, if possible,
before laying out to furl.
In taking it in before the wind, with the watch, haul up
one clew at a time, hauling up both buntlines as before ;
brace the yard sharp up and shiver the sail ; then lay out
and furl it.
In furling a sail in a gale, secure the yard well before
sending the men out : and when out, render them all the
assistancepoBsible witn the helm.
To Talie in and Filial tlie IMizzen Top-
sail in a Grale. Man the mizzen-topsail clewlines and
buntlines^ lee mizzen topsail brace! Hands by the sheets
and halhards, weather brace and bowline. When ready.
Settle away the halliards ! Clew down ! Hauling in on
the lee brace ; Ease away the sheets ! Clew up ! Tne yard
is pointed to the wind, and the gear hauled close up ; Lay
aloft all the mizzen topmen !
Lay out and Furl the mizzen topsail !
l^onble TopnailH. To set the upper topsail,
when the clews shackle to the lower topsail yard. Loose
the sail, tend the braces, and hoist the yard till the leeches
are taut.
When the upper topsail is fitted with short sheets, sheet
home before hoisting. The upper topsail is often set first
in getting under way.
To take in the upper topsail, lower the yard, haul up the
buntlines, and furl the sail.
To set the lower topsail, sheet home, in the same manner
as in the case of the single topsail.
To take in the lower topsail, clew up, as in the case of a
single topsail. If blowing fresh haul up the weather clew
first.
♦ In all cases of hoisting a square sail attend the sheets of the sail next
above.
26
^OC) MAKING AND TAKING IN SAIL.
To wet a nrop^a.llcLiit-ssLil. Command, Lay
aloft and loose the fore {main or nitzzen) topgallant sail!
Man the topgallant sheets and halliards! While the sail
loosers are loosing the sail, the sheets and the halliards are
manned, hands being by the clewlines and braces. Overhaul
the royal sheets and topgallant studding sail halliards. When
ready. Stand by ! Let fall ! Lay in I Lay down from
ALOFT I Sheet home I While hauline home the sheets, if
on the wind, brace up the yard sumciently to shake the
sail ; take a turn with the weather brace, and let go the lee
one. If before the wind, let go both braces ; and if the wind
is quartering, the lee one. Tend the braces ! Hoist away !
Hoist the sail up to a taut leech. Belay the haTiLIards !
Trim the yard to the wind, set taut the weather brace,
keemng the lee one a little slack.
\l7o rPa^ke in a. rFopg-stllAnt-sAil. Lay aloft
to furl the fore {main or mizzen) topgallant sail! Man the
fore topgallant clewlines I Weather fore-topgallant bracBy
When the clewlines and weather brace are manned, hands
by the sheets, halliards and lee brace ; if in a moderate
breeze, command. Haul taut! In fore-topgallant sail !
The sail is clewed up, halliards let go, buntline hauled
up, and the yard braced in at the same time. In a fresh
breeze, command —
Round in the weather brace! Ease away the lee sheet
and halliards I Clew down ! Let go the weather sheet !
Clew up ! If the wind is aft, or on the quarter, order.
Let go the halliards! Clew downI Let go the sheets!
Clew up I Squaring the yard as it comes down bv the
braces, and starting the sheets when down. The sail being
clewed up, steady the yard by the braces, and then com-
mand, Lay out and furl !
The three topgallant sails are set and taken in in the
same manner, giving the command. Lay aloft and loose
the topgallant sails! and Man the topgallant clewlineSy
&c., &c.
In taking in a topgallant-sail in a fresh breeze, ea,se the
lee sheet, but do not let it go until the yard is well started
in and down. This will keep the yard from cockbilling and
make it easier to clew down. But have the lee clew hauled
up before the weather sheet is started.
To Set ox* Talie Ixi the Hoyals. Proceed
as with the topgallant-sails, in moderate weather. The
flying jib generally goes with the royals, and the following
are the command : *, /t - . -t .
Aloft and loose the royals! Clear away the ftying-jtb !
When ready —
Let fall, sheet home ! Hoist away the eoyals and
flying-jib! , ,^ ^, >
To take them in. Aloft to furl the royals ! Man the royal
MAKING AND TAKING IN SAIL. 307
cletvltnes, flying-jib downhaul! Haul taut! In royals,
DOWN FLYING JIB ! FURL THE ROYALS ! StOW THE FLYING-
JIB !
If the royals have been kept on too long, handle them in
taken in, precisely as described for the topgallant-sail,
keeping fast the weather sheet until the yara is down ana
the lee clew hauled up. As the royal has no buntline to
control the body of the sail, lay the yard for furling so as
to spill the sail, bein^ careful not to let it get flat aback,
otherwise it will be blown under the foot-rope and make it
difficult to lay out on the yard.
When the flvine-jib is taken in under similar circimi-
stances, let ^o the halliards, but do not start the sheet till
the sail is about half wa;^ down, then keep easing off till
the sail is down, otherwise it is likely to be split. Do
not haul over the weather sheet until the sail is nearly
stowed and the men on the boom are ready to receive the
clew.
To Set a Hea^d Sail. The manner of setting
and taking in all the head sails is the same. To set the jib
give the command, Clear away the jib! Man the halliards!
Have a hand by the downhaul to clear it away, and, in case
of the fore-topmast staysail or jib, send a hand out to light
up the hanks. When ready, Let go the downhaul! Hoist
AWAY ! When up taut, trim the sheet.
In setting a jib^ the sheet should not be kept taut, but
eased, to let the sail go up ; and observe, at the conclusion,
that both the stay and the §uys are taut.
To Take it In. man the jib downhaul I Have a
hand at the halliards and sheets. When manned. Mind
your weather helm ! (if blowing fresh). Let go the halliards !
Haul down ! By easing off the sheet as the halliards are
let go. the pressure of tne hanks on the stay is relieved,
and tne sail comes down easily. Lay out and stow the
JIB ! When stowed, take in the slack of the halliards and
sheets.
Tlie Spanlier. being at one extremity of the
lever, governs the vessel more or less in all the evolutions.
It serves to bring her to the wind, or to prevent her from
falling off ; is always set at sea, except with the wind aft
or well on the quarter ; and in coming to anchor, is the last
sail taken in, as it is used to bring the vessel up head to
wind, after tne topsails are clewed up.
In Setting- tlie Spanlier*, top the boom up by
both topping-lifts (if two are used), after which overhaul
the lee one. Man the spanker outhauls I Have hands bv
the clew-rope, head-downhaul and brails, and hands aloft
to overhaul them. Let qo the brails ! Haul out 1 Slack
the weather vang, and tnm the sheet.
To Take it In. Man the spanker brails I Head
308 MAKING AND TAKING IN SAIL.
dowuhaul I Have tlio loo brails woU manned, and hands to
take in the slack of the weather ones; and hands by the
outhauls. Jjet go the outhanh! Brail up! At the same
time, haul up the clew rope, haul the boom amidships and
crotch it, or in wearing, haul it over on the weather quar-
ter, ready for the other tack ; steady the gaff by the weather
vang.
To Set a Spanlter ox* Ti*vsail Blowiii«»-
F'rewli. Clear away the spanker! When the furling lino
is cast off, Man the foot outhaul! Clear away the brails,
HAUL OUT ! easing away the clewrope and braUs. Having
steadied the foot of the sail, Man the head outhaul! Clear
away the downhaul, haul out ! easing off the weather vang.
Then trim aft the foot outhaul.
To Talte it In when blowing. Man the head
downhaul and brails! Lee brails best. Clear away the
head outhaul ! Brail up ! checking the foot outhaul if
necessary. When the head is down, ease away the foot
outhaul and brail up snug. The wind being now out of the
sail, the brails may oe slacked enough to haul up the clew.
Steady the gaff and boom amidships.
A trysail is handled in a similar way.
Sta.yssailH. Set between the fore and main masts,
are the main topmast and topgallant staysails ; the first is
stowed, when not set, under tne fore-top, and the other in
or above the fore-top.
There may be also mizzen topmast and topgallant stay-
sails.
They are set like the head-sails, the sheets leading down
on deck, and belayed in the lee gangway.
These sails are only used in light weather, with the wind
free. They are termed Ufting sails,
Stnclding- or* Steering* Sails, in light or
moderate weather, with the wind free or aft, are used with
great advantage, to increase the speed of a vessel. The
weather topmast and topgallant studding-sails may be set
with the wind one point free, or forming an angle of seven
points with the keel. The lower studding-sail can only be
used to advantage with the wind abaft the beam. With
the wind aft and yards square, studdinjz sails are set on
both sides. The topgallant studding sau is generally set
first.
Tlio Topgrallant Studdinsr-^^il* At sea,
this sail is kept in the top, stowed up ana down in the top-
mast rigging. To set it, command —
(ret the fopqallant at Hit .sail ready for setting !
Haul taut the topgallant lift.* One of the quarti^n- watch
repairs to the topsail yard, where he converts the boom
* It is observcM] that the support tlius obtained 1b trifling. If. through neg-
lect, the lift is not overhauled again after the studding-sail has been taken in,
the yard itself will be endanger^ if the topgallant sail has to come in qoicklj.
MAKING AND TAKING IN SAIL. 309
tricing-line into an *' in-and-out jigger," and toggles the
heel of the boom to a bull's-eye, which traverses on the
jack-stay fitted for the purpose, or there may be a quarter-
strap. (See Rigging Ship.)
The sail is cast loose in the top, having only a squilgee
strap around it. Fig. 459. The halliards manned on deck,
and the tack in the top, a hand by the sheet, and one also on
the yard to assist to ng out the boom.
Haul taut ! Rig out ! Hoist away !
When the boom is suflSciently out (which will be known
hj the mark on it), the heel is secured, keeping it on the
right slue for the tack. As the sail goes up, the topmen
taike in the slack of the tack. When it is above the topsail
yard, out squilgee, haul out the tack, run up the halliards
and finally trim down the sheet.
To Talie it In. Command, Stand by to take in
the topgallant stuji sail I Man the sheet and downhaul,have
a hand by the halliards, by the tack, and on the topsail
yard to rig in the boom; command, Lower away! HAUii
DOWN ! Rig in ! Let the topmen rouse the sail well abaft
the topgallant sail, keep fast the tack while you lower the
halliards, or the sail will fly forward of the topgallant sail,
and render the operation more difficult. When the sail is
in, take the jigger off the topgallant lift, if used.
The fore and main are generally set and taken in to-
gether.
A topgallant studding-sail is fitted with a downhaul bent
to the inner end of the j^ard, and leading down into the top :
by this it mav be easily hauled down in taking in, ana
dipped forward when necessary.
The Topmast StiiLclcliiig"-sail« To set it.
Get the topmast sturi'sail ready for setting I Get a burton on
the topsail yard and haul it well taut ; the upper block of the
burton being generally taken to the topmast cap to give a
better angle ot support ; get the sail out, and make up ready
for sending aloft ; overhaul down and bend on the halliards
and tack ; have one squilgee strap around the sail, and
another around the halbards and outer yard-arm, to keep it
up and down in hoisting ; hook the in-and-out jjigger on the
lower yard for rigging out the boom. Having the gear
manned —
Set taut! Rig out ! Hoist away !
When the sail is high enough above the yard to clear the
brace, out squilgee! As it is run up to the topsail vard-arm,
take in the slacK of the tack and light the downhaul over
the brace-block. Haul the tack close out, hoist the sail up
taut, in the top trim the short sheet and dip the downhaul
and deck sheet. As soon as the boom is out, its heel is
lashed to the fore yard, and the in-and-out jigger shifted
for rigging in.
In-and-out Jig-g-er. A gun-tackle purchase is
310 MAKING AND TAKING IN SAIL.
used thus : To rig out, the outer tail-block is secured to the
neck of the boom-iron, the inner one to the heel of the
studding-sail boom; the fall is rove through a leading
block, and then down on deck. In shifting it to rig in the
boom, shift the inner block to the slings of the yard,
and the other to the heel of the boom, fall leading as
before.
To tcike in the Topmast Stixd-ding"-
Hail* Command, 3fan the topmast stnn'sail downhaul I
or. Stand by to take in, &c. Man the downhaul, deck-
sheet, in-and-out-jigger ; and have hands by the halliards,
tack, and short sheet in the top.
Lower away I haul down, rig in ! Lower away the
halliards, and naul the sail down to the boom by the aown-
haul ; then let go the tack and haul down on the downhaul
and sheet togetner, rigging in the boom at the same time.
Take the burton off the topsail yard! Make up the sail,
hitch the halliards to the clew of the topsail; stop the
bights of the tack, boom-brace and lower studding-sait hal-
liards to the pacific iron ; having the tack over the fore
brace. Stop in the gear along the fore yard, thence down
the swifter, bights at the slings of the yard triced up by a
tncmg line.
The downhaul and sheets are made up with the sail.
A fore topmast studding-sail is often carried when run-
ning before a fresh breeze, such as would reduce a ship to
douole-reef ed topsails if close-hauled ; in which case the
boom should be*well supported. In large vessels there is
a brace to the boom, but, in addition, to take the upward
strain, the lower studding-sail halliards are used as SLJumpery
thus : Toggle them above the boom, bring the standing
¥art down, and set it up securely in line with the boom,
'his acts as a martingale.
A main topmast studding-sail is carried, in some vessels,
with the wind abaft the beam, and has great effect in in-
creasing the speed. It is set and taken in like the fore.
In some vessels the topmast studding-sail tack is brought
in along the yard, and the boom brace fitted with a short
pendant and whip purchase, which is thought to be a proper
method for a large vessel, having only the brace to attend
to in trimming the yard ; but generally the brace and tack
are rove through the sheaves of a double-block in the main
riggings and both belayed close together.
To net a T^o^^ver Htudding'-SAil* Com-
mand, Oet the starboard (or port) lower stun'sail ready for
setting ! Get it out and make it up for setting ; overhaul
down the outer and inner halliards, and bend them on, the
the former to the yard, and the latter to the inner head-
earing of the sail ; overhaul in and bend on the outhaul to
the clew; pass a stop around the sail, and secure it by a
double squilgee, the tripping-line from it leading on deck.
MAKING AND TAKING IN SAIL, 311
Haul well taut the fore lift and brace. Man the lower boom
topping-lift, and forward guy, and have a hand by the after
guy. Pull well up on the inner halliards. Top up the boom,
and at the command, Rig out ! haul forward on the forward
guy, and at the same time have everything manned for
setting the sail.
Haul taut ! Hoist away, haul out ! taking in the slack
of the outhaul and inner halliards. When hjQf way up be-
tween the deck and lower yard, haul out the squilgee, and
as the sail falls, haul out on the outhaul, and hoist the sail
up taut to the topmast studding^-sail boom ; then haul out
the outhaul and pull up on the inner halliards. Reeve the
sheet through a tnimble or block on the goose-neck of the
lower boom, and haul it well taut. The lower boom is
trimmed by the fore yard, so that the sail may set, as nearly
as possible, parallel with the foresail.
rPo 'take In, command, Stand by to take in the
lower stun^-sail ! Man the clewline, sheets, and inner hal-
liards, have hands by the outer halliards and outhaul, Ease
away the outhaul! Clew up ! The outhaul being let go,
the clew is hauled up to the yard; then, Lower atvay, Haul
in ! Ease oflf the outer halliards, and haul in on the inner
halliards, sheet, and clewline. When the sail is inboard
and over the forecastle. Lower away the inner halliards !
The sail being down, make it up. To get the lower boom
alongside: Man the after guy I Tend topping lift and
forward guy! Set taut! Haul aft! get the boom in its
place and trice up the gear.
To Set all the Studding- t^sailn on One
Side. Command —
Get the starboard (or port) stun^-sails ready for setting !
Preparations are made as described with the addition
of topping up the lower boom ready for rigging out. When
the officer of the forecastle reports —
"All ready forward, sir!" command —
Set taut!
Rig out ! Sway to hand !
At this command, the booms are rigged out together;
the topgallant studding-sails swayed aloft and just clear of
the topsail brace-blocks, the topmast studding-sail above
the fore brace-block, and the inner halliards of the lower
studding-sail pulled well up. The men then shorten in on
the halliards, when command —
Haul taut ! Hoist away ! Fig, 4G0. Out squilgees !
The tacks are hauled close out and the halliards taut up.
Fig. 461.
To Take thenn In.
Stand by to take in all the starboard (or port) sfuji'-sails!
When all is reported ready —
Haul taut! Ease away the out-haul ! Clew up ! Lower
away !
312 MAKING AND TAKING IN SAIL.
At this, the lower studding-sail is clewed up, the topmast
studding-sail boom-ended, and the topgallant studding-sail
started, but their tacks kept fast.
Haul down ! Rig in !
The sails and booms all come in together.
If studding-sails are to be set on both sides, at the same
time, have all hands called to *'make sail," and order.
Starboard watch, starboard side; Port watch, port side!
..Then command, Sfaiid by to set sturV-snils both sides! and
proceed as in setting-on one side, taking care that the yards
are square, and the lifts, burtons, and braces, well taut.
IlATidliiigr Htii.ddiiis--Sa.ilR. In setting stud-
ding-sails in a strong breeze, iiyou can keep the ship away
until they are becalmed, you will get them up and well set
when the gear would not otherwise stand.
In bracing forward, studding-sail tacks, boom braces,
jumper and topping-lifts require careful attention.
In bracing in, unless the boom brace be manned, the
chances will be in favor of the boom going anywhere but in
a line with the yard.
Preparatory to setting studding-sails, let the topgallant
clewline be hauled taut, that the man who goes out on the
topsail-yard may have something to hold on to ; and in
hoisting the lower studding-sail, be careful that the yard is
not brought up with a jerk against the topmast studding-
sail boom, as by the neglect of this point, the bo<5m is often
sprung. After the sail is set, the topping-lift should be
slacked sufficiently to bring the outer leech taut.
Topg-allaiit Stii.ddinor-«aiIs« In taking in
topgallant studding-sails, ease away on the halliards and
haul down the downhaul, keeping fast the tack until the
yard is well inside the leech of the topgallant sail, when you
may ease off the tack, and by hauling down on the sheet
and downhaul, the sail comes in without difficultv. For
should the tack be started first, the sail flies forward of the
topgallant sail and causes much trouble.
Topmast Stiiddingr-Hails. In hauling down,
ease away the tack just before the outer arm of the yard
touches tne boom end : and if the tack jambs, which is not
unf requent, rig in the boom at once. The leverage is great,
and boom-irons are frequently broken in this way.
In dipping the main-topmast studding-sail before the
sail, the wind will be just enough on the opposite quarter to
glance oflf the topsail and blow the inner leech aft. If the
course can be altered, the sail may readily be handled,
otherwise the short way is to haul aown, stop the bowline
in on the main yard, and set the studding-sail before all.
l-jo^vei- Stiiddiiig--sails. Whenever the lower
studding-sail has been carried with the yards much for-
ward, get a good pull of the after-guy before starting any-
thing, else the lower boom will fly forward when the
outhaul is let go. v
MAKING AND TAKING IN SAIL. 313
Should the lower boom get under the bows, and the
topmast studding-sail boom be in, put the lower halliards
with a bowline knot round the lower boom, and haul them
out with the lower outhaul ; then, with these and the top-
ping-lift from the fore yard, it may be got up. If not,
secure the heel, disconnect the goose-neck, and whip the
spar up heel foremost.
Of course, if the ship can be kept away, and the fore-
yard braced in, all will be easier.
The operation of taking in a lower studding-sail may be
CTeatly facilitated by giving the ship a sufficiency of weather
nelm to "touch" the inner leech. Luffing under such cir-
cumstances might be attended with loss oi booms.
When the iib is drawing (excepting possibly in a ship
with great drift from the head booms to the foremast), the
lower studding-sail cannot be doing any good service.
Sqixai^e SailK,, &e. In loosing a sail, whether it
be blowing fresh or not, the yard-arm and outer gaskets
should be cast oflf firsty for otherwise the weight of the
bunt would jamb them, and render cutting necessary to get
them clear.
In taking in a topsail, the weather sheet is started first,
to prevent the sail from flapping, of which there would be
danger if it were taken in the opposite way. This rule
appues equally to courses, as the beliy of the sail thus blows
up against the stays, and is prevented from splitting. Re-
meinber that the lee lower lift should be hauled well taut
before starting the tack, lest the sudden upward spring of
the weather yard-arm should endanger the lee leecn of the
topsail, and instead of letting go, ease the bowline off hand-
somely with the tack.
In setting either courses or topsails, in blowing weather,
the rule seems to be invariable in reference to sheeting
home to leeward first — the reason for which is to prevent
the sails from flapping ; and if the wind is quartering, the
yard should be well braced in before the sails are set.
In hoisting sails, from a royal to a close-reefed topsail^
the lee brace ought invariably to be let go, and the weather
one tended. As the latter is eased away, and the sail
hoisted^ the yard will cant of itself, till the leech is taut,
which 18 the indication of the sail being up. If everything
is clear, there will be no necessity for hauling in the lee
brace while hoisting.
In taking in a royal or topgallant sail, the lee sheet is
started first and clewed up to spill the sail ; for when blow-
ing fresh, if the contrary practice was adopted the yard
would probably fly fore-and-aft, part the brace and risK the
mast, which is of far more consequence than the sail. The
weather sh^et must be eased off after the yard is clewed
down, which can be done better by hauling in on the
weather brace at the same time. Lay the yard and keep
3U MAKING AND TAKING IN SAIL.
the sail well spilled with the helm until the gaskets are
passed.
If before the wind, keep both sheets fast until the yaiti
is down ; then clew up ana brace by.
The parrels of these yards are generally slack, and the
Jards should be bound when possible, against the rigging,
y bracing in.
A royal carried too long before, or a studding-sail carried
too long near the wind, cannot do the least good. If the
"trimmer " is consulted while carrying a press of lofty sail
before the wind, the ship will be found to be excessively out
of trim by the head. iTear the wind, the topgallant stud-
ding-sail is fore-and-aft, bellying to leeward, and taking the
vrind out of the topgallant sail.
In conclusion, tne following general principle of handling
sails may be stated :
In taking in a sail of any kind, endeavor to spill it ; the
more wind it holds the harder it will be to manage.
Letting ^o a lee sheet spills any sail, but in resorting to
this method, in a fresh breeze, the sail may be split, and
the larger the sail the more dangerous it is to allow of its
shaking.
To relieve a ship quickly in case of danger, the lee sheet
must of course be let go, even at the expense of the sail ; but
where it is not a question of danger, and the object is to
obtain prompt and complete control of a sail, there is a power-
ful agent available for the purpose of becalming canvas,
and thus securing its easy management. This agent is the
hehn, which is often more useful than any clewlines or
buntlines, and more efficacious than any number of extra
hands.
With the wind /ori^^ard of the heam^ for instance, taking
in any square sail from a course to a royal is rendered
much easier by a few spokes of lee helm. Similarly with
the wind abaft the beamy a topmast or lower stun'-sail is
handled with comparative ease if becalmed by a like amount
of tveather helm.
In all cases of making or taking in sail, remember the
importance of looking out for the gear tended, as well as for
that which is mannea.
CHAPTER XXII.
WORKING TO WINDWARD.
emninrO— TACKING — missing stats — wearing — box-hauling — WBABXNe
8H0BT BOUND — CLUB-HAULING, ETC.
STEERING.
In general a ship^ trimming by the head, carries a taut
■weather helm. If, on the contrary, she is too much by the
stem, she will carry a lee or slack helm.
When by the windy a tremulous motion in the cloths of
the mainsail will always indicate that the ship is then at
the desired point of "full and by" — for when sailing thus
obliquely to the breeze, the dog- vane does not show the true
direction of the wind.
When steering a course, much will depend upon the
helmsman anticipating, or checking the ship in her inclina-
tion to yaw to starboard or to port ; nor must he trust too
much to the compass-card, but alternately watch the card,
and the motion of the vessel's head passing the clouds, the
sea, or any other obiects which may present themselves to
view, more fixed than the compass itself. In blowing
weather, the feel of the helm and the force of the wind are
nice criterions to judge whether the vessel be falling off or
coming to. As the vessel comes to against the helm, it will
appear heavier, and the wind drawing forward will seem
stronger. On the contrary, as she goes off, and gives way
to the power of the helm, it eases in the hand, while at the
same time the wind lessens in its force as it draws more
abaft. To an attentive and nice observer, these circum-
stances, though seemingly trifling in themselves, indicate
the motion of the vessel sooner than the compass. The
stars or the breaking of the waves, at night, may also assist
to prevent yawing tne vessel about.
Use as little helm — technically, small helm, as possible.
This rule should be impressed upon beginners.
315
310 WORKING TO WINDWARD.
The leech of the mainsail is always best to steer by
when blowing fresh ; and when the wind is very light, the
main royal. It frequently occurs with an old sea on, in
light airs, that the sails all flap to the masts with every roll,
and render it extremely diflScult to tell when the ship is
near the wind. If, under these circumstances, the officer
of the deck will occasionally walk to the lee side, and cast
his eye up on the fore part, or front of the light sails, he can
more easily tell when the ship is near the wind, as the dif-
ference sometimes amounts to more than a point in the
course which the ship might make.
Oonniiig' is the art of directing the helmsman to
steer the ship on her proper course by compass or by the
wind ; the person who performs this duty is generally the
quartermaster or pilot. By means of dial plates and an-
nunciators, worked either automatically or by electricity,
the angle of the rudder, at any moment, may be seen, and
any change can be communicated to the man at the wheel
by the officer on the bridge. The following are some of the
terms used in conning ship : When steering by compass or
landmarks, and it is desirable that the vessel's bows should
go to the left, or to port, the order is given. Starboard f
Whereupon the helmsman turns the spokes of the wheel
over to port, or in the same direction the ship's head is to
go, and this according to the usual method of arranging the
steering gear, has the effect of sending the tiller to star-
board, ana consequently of presenting the port side of the
rudder to the action of the water.
Hard a-starhoard! means to heave the wheel over, so
that the tiller will go to the extreme limit. When the
vessel's head p|oints in the right direction, the order is
given. Steady ! if slightly to the right of her course, needing
to go very little to the left, the order is given, Steady a-star-
board — that is, steady as she goes, but a little to starboard
with the helm, if anything. In the same way to send the
ship's head to starboard, order : Port, Hard a-jport. Steady
a-port. The terms wheel and helm are used inaiscrimi-'
nately.
Meet her! When the ship's head flies to starboard or
port in obedience to the helm, then, as she approaches her
course the wheel is hove, spoke by spoke, the opposite way,
to check her gradually that her head may not pass the de-
sired point.
Should the ship be standing along on a bowline, and the
quartermaster i)erceive a cloth or two of the main-topsail to
be lifting, he cries out, No higher ! by which he means that
the ship is not only too high, or too near the wind, but that
she should go off a little. Whereupon the helmsman gives
her a spoke or so, of the weather wheel. On the contrary.
WORKING TO WINDWARD. 317
should the quartermaster observe that the vessel was not
quite near enough, he would say, Nothing off! meaning to
let her come to the wind, when the helmsman must ease
the wheel and permit her to come up. When the ship is
a Rood full and by, he sajs, Very ivell thus! Again, he
orders, Luff ! Let her luff I when the helmsman eases the
wheel and lets her come up into the wind : if she does not
come up enough the order is given. Hard down ! To pre-
vent her from going around on the other tack, the quarter-
master exclaims, No higher ! and to stand on again. Keep
her a good full and by ! or simply Full and by ! meaning
close by the wind with the sails full.
To Keep the ship awav, the order is, Let her go off!
which jnSiY be followed oy, Hard up! when off nearly
enough. Meet her! and when heading the riff ht. way. Steady
so! To haul her up to the wind again. Let her come to!
Bring her by the wiim! Keep her full and by! When any
of these orders are given when sailing by the wind, or
steering a course, you may see a bad helmsman heave his
wheel over inconsiderately, giving the ship a rank sheer.
This should be corrected by ordering him to give her a
small helm. There are other expressions, such as, Nothing
to starboard or port. ^'Nothing to the N'd, &c., of your
course. ^^ Mind your weather wheel ! Keep her a clean full !
right the helm ! or put it amidships ; Shift the helm, or
change it from one side to the other, &c. When sailing
with the wind aft, the terms starboard and port are used,
and the same should be observed with the wind quartering
to prevent mistakes.
As a general rule, in the service, when the helm is
a-starboard, the turns of the starboard wheel rope will be
found to have accumulated around the forward half of the
barrel of the wheel — for a port helm the turns will be found
aft. A midship helm is indicated by the midship spoke of
the wheel which is made differently from the rest that it
may be detected at night by the touch.
In contriving any new steering gear it is quite an im-
portant item that the working of the wheel does not differ
irom that to which seamen are accustomed ; that is, to
heave the wheel in the direction the ship^s head is to go —
otherwise, at some critical juncture, confusion may ensue,
and probably serious disaster.
The perfection of equipping^ a ship with spars, rigging
and sails, consists in so disposing them that the efforts of
the forward and after sails to turn the ship will be so
exactly balanced as not to require any continued assistance
from the helm in either direction. Of the two evils, how-
ever, seamen have more patience with a ship disposed to
approach the wind than with one needing the continued
action of the helm to keep her from falling off.
318 WOBKINO TO WINDWABD.
TACKING.
When a yessel is headed off from her course, the yards
are braced up sharp, * sheets trimmed af t, and by keeping
her as near as possible to the wind, with the sails all fml or
drawings she is then *^ close-hauled ; " and the tack she is on
is designated by the side of the vessel on which the wind
blows ; for instance — if the yards are braced up by the port
braces, having the wind forward of the starboard beam, she
is then ^'close-hauled on the starboard tack,^^ or ''has her
starboard tacks aboard"
Your port of destination, or the point for which you wish
to steer, being in the direction from which the wind blows,
the nearest you can steer to that course, is when the vessel
is close-hauled. In this case she will, if a square-rifi^ged
vessel, lie within from five and a half to six points of the
wind (some vessels working nearer to the wind than
others). And if, after standing on one tack a certain
length of time, you " go about y'^ ajid stand on the other,
and so on, you are approaching the object continually,
in the proportion of about one-third of the distance
sailed. This is termed "working,'' " beating ,'' or "turn-
ing to windward.''
Tacking is the most usual method of going from one ta^k
to the other, in moderate weather and ivith a good working
breeze. It nas this advantage over all others, that you lose
nothing to leeward when it is properly performed ; for ves-
sels win frequently, if well managed, luff up head to wind,
and go about, without for a moment losing their headway,
but, on the contrary, gain several times their length directly
to windward, while in stays.
In working to windward, the wind frequently " veers and
hauls " three or four points, heading the vessel off or allow-
ing her to come up ; this is particularly the case in the
vicinity of land. Tne proper moment to tack in such cases,
is when the wind is headmg her off, for on the other tack
you will evidently gain more to windward. By watching
attentively, and taking advantage of such slants of winoT
keeping the vessel a good full, and by the wind, you will
gain much more on your course, than if you stood a cer-
tain number of miles or hours on each tack.
We will now proceed to " tack ship " under courses, top-
sails, topgallant sails, jib, and spanker ; giving as nearly as
possible the treatment for different vessels, and the neces-
sary orders.
Ready about ! Station for stays !
Keep her a good full for stays, see the men at their sta-
tions, viz : a hand by the jib-sheet, hands by all the bow-
lines, lifts, tacks, and sheets ; hands in the chains to over-
haul the lee main sheet ; the clew-garnets manned ; and a
WORKING TO WINDWARD. 319
few aloft to overhaul the lifts, and to attend to the out-
riggers; a good hehnsman at the wheel; a quarter-master
at the conn; a few hands at the spanker sheet and lee
topping-lift, and all the rest of the force at the weather
main and lee cross- jack braces, lee main tack and weather
main sheet. The men being at their stations, proceed as
follows :
Ready! Ready! and to the man at the wheel, Ease
down the helm ! Fig. 462, No 1.
Haul the spanker boom amidships. The helm being
down, order —
Helm's a-lbb ! Ease off the fore and jib-sheets.
Overhaul the weather lifts I She is now coming up rapidly
to the wind, and as soon as the sails shake, the wind being
out of the lee clew of the mainsail —
Rise tacks and sheets !
The fore and main tacks and sheets are let go and the
clews of the sails hauled up hj the clew-garnets, high
enough to clear the hammock rails ; at the same time.
Shorten in the lee main tack ! and weather sheet. Haul taut
the lee spanker boom topping-lift, and overhaul the weather
one; * and as soon as the wind is directly ahead, or a little
on the weather bow —
Haul taut ! Mainsail haul I Fig. 462, No. 2.
The lee braces and the bowlines are let go, and the yards
swung around briskly by the weather oraces ; hauling
aboard the main tack, and hauling aft the sheet. To hasten
the operation, the order is sometimes given, Haul forward
the lee main tack and main to' bowline/ Brace the yards
sharp up, trim them by the wind, and haul taut the weather
braces and lifts ^ she has now the sails on the foremast
aback, which, with the jib, are paying her ofE rapidly.
Man the head braces I
Man also the fore tack, sheet and head bowlines ; and as
soon as the after sails take, or are full —
Haul well taut ! Let go and haul ! To the man at the
wheel, Right the helm ! Brace around the head yards
briskly ; boarding the fore tack and hauling aft the sheet,
as the yards are swung. And, as with the main, the order
is frequently given. Haul forward the fore tack and head
bo'lines ! Brace up sharp, trim the vards. Ficf. 462, No. 3.
Haul taut the lifts and weather braces ! Steady out the
bowlines! The lower lifts and the braces are hauled taut,
and the weather leeches of the sails hauled out by the bow-
lines. Keep her by the wind.
When you swing the after yards, the wind being ahead,
shift over the jib sheet, when it will take the right way,
and trim aft.
In vessels which are dull in stays and go oflE slowly after
* Not applicable to ships having bat one topping-lift.
320 WORKING TO WINDWARD.
coming up head to wind, and particularly in a light breeze,
it is advisable to keep the fore tack fast, to pay her off,
when you rise the main tack ; in which case the order will
be, Rise main tack and sheet !
When the mainsail is not set, to haul the after yards,
order —
Main-topsail haul I
In determining the moment to swing the after yards,
you must be governed by the strength of the wind, and the
qualities of the vessel. The general rule, and a safe one, is
to do so when the wind is directly ahead. But with a good
working breeze, and the vessel coming up briskly, it is best
to haul them wnen the wind is about one point on the bow,
before coming head to wind : for then the wind on the
weather leeches of the sails forces them around smartly,
and affords vou time to brace up, trim the yards, and ^t
the main tack down, before it becomes necessary to swing
tlie head yards.
When the after yards take, and while bracing around the
head yards, vessels frequently are falling off so rapidly, that
before they can gather headway, they bring the wind abeam,
and sometimes abaft the beam. In which case, as soon as
the head yards take —
Avast bracing! Flow the head sheets! putting the
helm a-lee, if she has headway. If the helm has been shifted
for sternboard, shift it to check her falling off.
As she comes up to the wind, Brace up ! Gather aft !
Brace up sharp, trim aft the head sheets, and meet her with
the helm.
Some vessels, particularly those that carry a weather
helm, requiring very little after sail when close-hauled with
a stiff breeze, will not fall off after the after-yards take, and
frequently will fly up into the wind while you are bracing
around the head-yards ; in which case, be careful not to
brace round the head-yards, until she is well around ; and if
she flies up into the wind, let go the main sheet, and, if
necessary, brail up the spanker, and haul in the lee cross-
jack braces.
Should you haul the head-yards too spon, the ship may
come to again, in which case, if the above method fails,
Rise fore tack and sheet, clear away the head hotlines! brace
ABOX THE HEAD YARDS I and box her off again.
When the helm is put a-lee for stays, it should be kept so
until she loses entirely her headway; tnen. Right the helm!
and if she gathers sternboard, Shift the helm! Fig. 463,
No. 2.
If you perceive that the vessel comes up to the wind
slowly, and you have any doubt of her staying, haul down
the jib, haul the spanker boom well over to windward, over-
haul well the foresheet, and as you rise tacks and sheets,
check the lee fore-topsail brace, observing to brace it up
WORKING TO WINDWARD. 321
again as soon as it is aback, and to hoist the jib or haul aft
the sheet, as soon as it will take the right way. This will
in most cases, insure the evolution, though it tends to deaden
the *^ head-reach,'' and should not be otherwise resorted to,
except in working to windward in a narrow channel ; when,
having stood boldly on to either shore, particularly the
weather one, you are fearful of head-reaching too much in
stays.
TO TRIM YARDS.
TVTien clo»e hAiiled. First, brace the lower yard
up sharp, belay the lee brace, and haul taut the weather one ;
then tnm the top-sail yard, if for a stiff breeze, with the
weather yard arm about a half point abaft the lower yard,
and the top-gallant and the royal yards in a little more than
the topsail yard.
In a light breeze with a smooth sea, when it is desirable
To gain as much to windward as possible, the upper yards
may be braced over the lower, and all got as nearly fore
and aft as they will go, and always, except in very heavy
weather, the sails should be taut up, and sheets close home
'»r flat aft. Should the breeze freshen brace in the upper
yards.
AVhen tHe "wind is a^bea^m^ if the yards be so
braced that the angles between them and the wind may be
a point and three quarters orreafer than the angles formed
by the yards and the line of the keel, that trim will produce
the greatest headway.
The angle between the wind and yard should always be
greater than between yard and keel, till the wind gets aft
when they are equal.
As the dog-vane is deceptive, the practical way to as-
certain if the yards are laid well, is to luflf the ship to by the
compass a point, a point and a half, or two points, as the case
may be. when if the yards are properly braced the sails will
shake, thus giving the number of points free. Probably the
most accurate method of ascertaining the direction of the wind
is to observe the ripples on the surface of the sea, remember-
ing the wind is at right angles to them. In squally weather
this is unquestionably the best means of telling the direc-
tion of the coming squall as well as measuring its intensity.
It is necessary that all sails should be trimmed to stand
as flat as possible. The more a sail is made to approach to
a flat surface, either by or before the wind, the better.
MISSING STAYS.
A vessel in tacking may come to a stand before the after-
yards are swung.
' Assume the ship to be, on the port tack, dead in the water
322 WORKING TO WINDWARD.
after the order "rise tacks and sheets." To return to the
same tack:
Flatten in the head-sheets I by hauling them in amid-
ships.
Ease off the spanker sheet I Should this be insuffi-
cient :
Port head braces I Clear away the head bowlines ! Brace
ABOZ THE HEAD YARDS ! leaving the helm hard a^tarboard
for stemboard.
As she goes off with stemboard to starboard, draw jib I
and Brace around the head yards ! As she comes to the
wind again board the fore and main tacks, haul aft the
sheets, steady out the bowlines, and as she gathers head-
way right the helm, and stand on till with enough way on
for another trial.
In Ii^ohn. But it is more common for a vessel to
come up properly, and then, when the after yards have
been swung, to he dead in the water, or ^' in irons " as it is
termed.
You must now do one of two things : either box the ship
oflf to the old tack or wear around on the new.
Suppose the vessel to have been on th^ port tack, her
helm is a-starboard ; her after-yards braced around by the
Sort braces; her head-yards sharp up by the starboard
races :
Leave the helm a-starboard for stemboard, haul up the
mainsail, brail up the spanker, Man the port head^ star-
board, main and port crossiack braces ! Clear away the
head bowlines! Haul taut I Square away the after-
yards, BRACE ABOX^THE HEAD YARDS I Then,
1st. To bring her back to the old (port) tack. Fig. 464.
As she falls off to starboard, brace up the after-yards by
the starboard braces. When they take, man the starboard
head braces, and let go and haul as in tacking. Set the
mainsail and spanker when she has fallen oflf enough, right
the helm and stand on for another trial. Fig. 4«)4r, No. 3.
2d. To bring her around on the new tack (by box haul-
ing), Fig. 408. As she falls off to starboard man the port
after-braces and keep the after-sails lifting; when she
gathers headway shift the helm (No. 3), squaring the head-
yards to give her headway, and allow her to come to the
wind. When the wind gets on the starboard quarter, the
after-yards being sharp up on the starboard tack, set the
spanker and haul aboard the main tack; as she comes to
meet her with the helm and head yards. (No. 4. ) Fig. 468.
If you could be quick enough in squaring the after yards
and the ship did not tend to fall off from the wind when in
irons, squaring the after yards briskly and shifting the
helm for sternboard might force her around on the new
tack as in Fig. 465, without having to lose as much groimd
WORKING TO WINDWARD. 323
843 in Fig. 468. But. the tendency to fall off tp leeward is
generally too pronounced to allow of this manoeuvre in
steamers under sail.
CLAWING OFF A LEE SHORE.
In clawing off a lee shore, all the sail possible must be
carried, tf mowing" hard in squalls, the ship must be luffed
through them. If blowing very hard, the topsails should be
f urlea, and whole or reefed courses kept on her as long as
possible, as she will hold a better wind.
CLUB-HAULING.
Fig. 466, Plate 109. In working off a lee shore, against a
fresh breeze and head sea, wlien you cannot risk missing
stays, and have not room to wear, you must then resort to
this evolution.
Get the lee anchor off the bows, and ready for letting
fo ; the cable ranged, bitted, and well stoppered ; bend a
awser to the ring of the anchor, lead it in at the lee
quarter, and secure it well ; have hands stationed at the
anchor ready for letting go ; a carpenter, with an axe, ready
to cut away the hawser, and the armorer ready to unshackle
the chain.
Station the men for stays, and proceed as in tacking,
until she will come up to the wind no further; and the
moment she loses her headway, let go the anchor, first see-
ing that is buoyed, and brace around the after yards. As
the anchor fetches her up, she will swing head to wind,
bringing the head sails aback. Man the head braces ! Veer
away the chain! the hawser from the lee quarter springing
her around to the wind on the new tack. As soon as the
after sails take, Cut away the hawser! Let go and haul !
swinging around the head yards. Fig. 4:6() (3). Bring her
by the wind and right the helm ; trim the yards and haul
the bowlines.
You have expended, by this evolution, an anchor, part of
a cable, and hawser ; but if resorted to with judgment, in
an extreme case, you may have saved your vessel.
The advantage of letting go the lee anchor, in preference
to the weather one, is, that when it fetches her up, it will
bring the wind a little on the bow from which the cable
leads, and in casting, as you unshackle, the cable will run
out clear of the stem.
A ship may perhaps be placed in the same situation as to
the land, with the wind moderate, and the swell sufficient
to make it doubtful whether she will tack or not ; in such a
'U\ WOEKIN'* TO WIXI»WARD.
^\\MHX\on a k*^li^^ iTji^rht 1^ siiffiHtfnt i«» in^^ure the tacking
C;iut>-h£ralinir Mteaiiiei*»<. Club-hauling. <mi
many occasions, might be made most useful to steamers,
when reijuire^l to turn in a narrow channel, or in blowing
weather on a lee shore, where, owing to their great length,
they cannot otherwise be brought rr»un<L In such a case,
when the steamer comes head to wind, her anchor might be
*»aved, with care and attention, as she would then have her
full prop€;lling power in the right direction, namely, head to
wina and right off from danger.
WEARING.
Fig 4^7. Plat*' 110. Wearing, or veering, is another method
of going about from one tack to the other. This is only
resorted to in a good working ship in heavy weather, with
a sea on the weather bow ; or under easy sail, in light
airs: when, in either case, the vessel has not sufBcient
heaaway for tacking. It is exactly the reverse of tacking,
for you run the vessel off from her course, or the wind,
until she comes around again on the other tack, having
performed a sweep of some twenty points ; in doing which,
she must lose considerably to leeward ; therefore the loss
should be made as little as possible.
T'<> W'eai* Whip in a Lig-lit Bi^eeze, under
courses, topsails, topgallant sails, jib, and spanker, give the
order —
Stations for wearimj ship !
Htation tne men as m tacking.
Main clew-garnets and huntlines! Spanker brails!
Weather main and lee crossjack braces!
The men being at their stations as directed, order, Haul
taut I Up mainsail and spanker ! Put the helm up ! Clear
fiimy the bo' lines! arid as she falls off, Brace in the after
YARDS ! Keep the mizzen-topsail lifting, and the main-top-
sail full, the former to present no opposition to her falling
off briskly, and the latter to keep up ner headway, without
which wearing is, in a very light oreeze, a tedious operation
— Overhaul the weather lifts! Fig. 407 (2).
She falls off, bringing the wind abaft the beam, and
you have braced in the main yard until it is square ; con-
tinue bracing the crossjack yard to keep the sail lifting,
until it is braced up sharp on the other tack.
She continues falling off, and you have now the wind
<lireotly aft. Man the weather head braces! Rise forb
TACK and sheet I Clear away the head boHines! lay the
HEAD YARDS SQUARE I Shift over the head sheets! Fig-.
4«;r (3).
She has now the wind on the other quarter. Haul out
riflj- 4oa
Plate 109
:q'i«.4o;)
E'ig. 4(i4
E'ig. 400
4;^
S^iff. 465
WORKING TO WINDWARD. 3-25
the spanker, and brace up sharp the after yards. Man Ike
main fack and sheet! and when manned, Clear away the
rigging, haul aboard! Fig. 407 (4).
The after yards being braced sharp up, with the mainsail
and spanker, bring her to the wind. The head yards being
square, and the jio-sheet flowing, present no opposition to
her cominc^ to. As she comes up, brace up the head yards,
Fig. 467 ^5), keeping the sails full, board the fore tack, haul
aft the sneet, and meet her, as she comes to, with the jib
and helm. When by the wind, ri^ht the helm, trim the
yards, Haul taut the lifts and weather braces ! Steady out
the bowlines !
To ^W^eair Ship in a Fresh Bi*eeze. The
only difference in the evolution is, that you may, with a
good breeze, having headway on that keeps her under the
complete manag;ement of the helm, keep tne main-topsail,
as well as the mizzen, lifting as she eoes off, which hastens
the movement ; and bracing the after yards sharp up on
the other tacky before you touch tne head yards. When
before the wind, brace the head yards square, and brace
them up as she comes to. As soon as the wind gets on the
new weather quarter, haul out the spanker and board the
main tack smartly, or the watch will be tardy in reaching
the head braces to brace up, and will have a heavier haul in
consequence.
TO WEAR IN A GALE
UNDER A CLOSE-REEFED MAIN TOPSAIL, FORE, MAIN, AND
MIZZEN STORM STAYSAILS.
Stations for wearing ship ! Clap a stout lashing around
the bunt of the foresail and yard, and have a hand in the
slings in readiness to overhaul the rigging. Hook the
weather storm staysail sheets, stretch along tne fore tack —
Man the main arm mizzen staysail downhauls! and have
bands by the halliards and sheets. Man the weather main,
and lee crossjack braces !
In a gale, with a heavy sea, vessels lying to will come
up and fall off four or five points. Watch for a smooth
time, and when she is falling off put the helm up — Haul
DOWN THE MIZZEN STAYSAIL ! oraciug in the after yards as
she falls off, keeping the main-topsaiffuU, and the crossjack
yard pointed to the wind. Attend the lifts, as in wearing
under all sail. As the wind draws aft, ease off the main
staysail sheet ; and when of no further use in forcing her
around, haul it down, shift over the sail, and gather aft the
sheet.
If the vessel in this situation will go off no further, as is
sometimes the case, man the weather fore tack, overhaul
326 WORKING TO WINDWARD.
the gear, ease down the clew garnet, and haul aboard the
weather clew of the foresail ; which will increase her head-
way, and with her helm still a-weather, will serve to pay
her off. A foresail in this state is '^ goose-winged"
When before the wind, haul up the foresail. Right the
helm ! and square the yards fore and aft. TaJce in the slack
of the fore staysail sheet. Man the main and mizzen stay-
sail halliards and the main braces I
Watch for a smooth time, then ease down the helm,
bracing up the after yards ; Hoist the main and mizzbn
STAYSAILS ! and brace up the head yards as she comes to ;
haul taut the lifts, weather braces, and main top-bowline.
As soon as the staysails are hauled down, shift them over
to the other side of the deck, and take in the slack of the
sheets to be in readiness for hoisting.
To "Wear imdei:* Bare Foles. Man the
weather fore rigging, or place tarpaulins outside the
weather fore shrouds, put the helm a-weather and work the
yards as usual. Should there be any doubt of the ship
wearing under the circumstances, take the precaution to
send down the yards on the mizzen, also the mizzen topmast
and topgallant masts ; get a span on the mizzen mast, bend
a hawser to it and securely belay the end inboard. Now, if
she does not pay off, cut away the mizzen mast as a last re-
sort, veer away the hawser and use it as a drag.
BOX-HAULING.
Fig. 468, Plate 110. This evolution may be performed
in working out of a narrow passage ; when, having ap-
proached the weather shore so near as to have no room for
nead-reaching, you are not willing to lose ground by the
ordinary metnod of wearing.
Ready about! Station the men as for stays. Man the
main cleiv-gamets and buntlines, and spanker brails I Put
the helm down ! Light up the head sheets and check the lee
head braces! to deaden her headway. As the sails lift.
Rise tacks and sheets ! Up mainsail and spanker ! Man
the weather head, and main and lee crossjack braces.
She comes head to wind, and as soon as she loses her
headway. Clear away all the bowlines ! Haul taut ! Square
AWAY THE AFTER YARDS ! BrACE ABOX THE HEAD YARDS !
Haul flat aft the head sheets ! Fig. 4G8 (2). The helm
is right for stemboard, she is going rapidly astern, and at
the same time falling off, forming with her keel the segment
of a circle, or " wearing short round on her heelJ'
As the after sails lift, brace them in to keep them lifting,
until they are braced up sharp on the other tack ; and brace
square the head yards. As soon as the sails on the foremast
give her headway. Shift the helm 1 Fig. 468 (3). The spanker
Plate liO
WORKING TO WINDWARD. 327
boom having been shifted over on the other quarter, Spanker
outhaul ! Main tack and sheet ! When the wind is aft, shift
over the head sheets, and as soon as the spanker will take,
Clear away the brails ! Haul out! Clear away the rigging !
Haul aboard ! Board the main tack and haul aft the
sheet.
The after yards, bein^ braced sharp up with the spanker,
head yards square, jib sheet flowing, ana hehn alee, she will
come to the wind rapidly. Brace up the head yards as she
comes to, and meet her with the helm and jib; trim the
yards and haul the bowlines.
If to gain to windward in this evolution, use the helm
and head sheets as in tacldng ; but if to avoid danger, iamb
the helm hard down at once, flow the head and fore sheets
and then proceed to back her around.
TO WEAR SHORT ROUND. (Fig. 469.)
Some officers make a distinction between box-hauling
and wearing short round, as follows :
In any sudden emergency, haul up the mainsail and
spanker, man the braces as above, and, without going into
the preliminary of luffing up into the wind, as in box-haul-
ing, put the helm hard up, square the after yards, and brace
abox the head yards. Fig. 469 (1). The moment she loses
her headway, shift the heEn for sternboard (2). After which,
proceed as in box-hauling (3) and (4).
There is a decided difference m the commencement of
the evolutions. Either of them may be termed box-hauling
— ^a term derived from the circumstance of bracing the head
yards abox — and both have the effect of wearing the vessel
short round. By the former, you lose less ground than by
the latter, for a vessel, with good headway on, will ran^e
ahead some distance after the sails are all thrown flat aback.
HALF-BOARDS.
Beating up a river with a strong windward tide, fore-
and-aft vessels may be luffed up into the wind with every-
thing shaking, ana then, as they begin to lose their way,
permitted to fall off on the same tack, the tide in the mean-
time sweeping them up the stream very considerably. They
may be thus enabled to weather a point of land, a vessel at
anchor, or other obstacle, when otherwise they would have
been compelled to make a board or two to clear it.
In a tideway the half -board is of great use, but it may
also be practised by ships at sea, sometimes, with great
advantage, Thus, Ready about ! Stations for stays ! Put
the helm doum I Flow the head sheets ! The ship now flies
328 WORKING TO WINDWARD.
to (for it can only be practised in a good working breeze),
with everything shaking; when she has shot up into the
wind a good distance, and commences to lose her way — yo
higher! Flatten in forward! and let her go off to a good
full and by again.
When a ship is box-hauled, she may be said to make two
half -boards ; first, when she is luffed up into the wind, and
again, when she is backed up into the wind stern foremost,
by which she rather gains to windward.
To I3a>elc a Ship -A.roii.iicl ofV a Lee
Shore, Fig. 470, Plate 110. This evolution can be prac-
tised to very great advantage in moderate weather, and is
particularly applicable when, beating in a river or channel,
the ship nusses stays and you have no room to wear. It
may be remarked here, that this, as well as all other evolu-
tions requiring the ship to be hacked a^tern^ should be
adopted m moderate weather only, as there is danger, in a
very fresh breeze and a rough sea, of injuring the pintles
ana gudgeons of the rudder, and straining the rudder-head.
Having stood well over on one shore ^position No. 2, Fig.
470), Heady about! Luff to, rise tacks and sheets, and
when you judge proper. Mainsail haul ! If she continues
to go around, proceed as in tacking of course ; but should
she come to a stand-still, and refuse stays, Brail up the
spanker! Man the head braces! and Let go and haul!
as usual. You have now the wind about a point on the
weather bow, everything hard aback and the helm a-lee
(No. 3). With this arrangement of canvas she will soon
father sternboard and pay off rapidly at the same time,
ringing the wind abeam, with everything aback, thus sail-
ing astern. But the helm and the head sails cause her stern
to luff into the wind, and the after leeches of the topsails
will soon commence lifting.* The wind now gets aft, and
the stemway, which has been decreasing, will cease, when
the helm must be shifted. She now commences to forge
ahead, the after leeches of the mainsail, main and mizzen
topsails being full. As soon as it will take the right way,
haul out the spanker and bring the ship by the wind on the
new tack.
With a slow- working ship, or in a light breeze, you can-
not back around stern to wind so easily, but, bringing the
wind on the quarter, a vessel will stand so and commence
coming to the wrong way. This the judgment of the officer
will anticipate and prevent bv laving the head yards square
(No. 4), which will give her headway : and the helm being
shifted, will bring her around, assisted hj the after leaches
of the after sails and spanker, when it will take (No. 5). In
♦ The sails, being haid aback, have the effect of heeling the ship and bury-
ing the lee quarter, thus causing her stem to luff more rapidly to the wind, than
if the after yards were square, as in box-hauling.
Plate III
:Fi«. 471
> 3
:E:i«. 472
.-.i»
'v
Fia. 473
Fig. 475
Fig. 476
Fig. 477
Fig. 478
• WORKING TO WINDWARD. 329
light weather the mainsail may be left down. This is good
exercise for the class in charge of the deck during the prac-
tice cruise.*
REMARKS ON TACKING.
This eYolution, though the most common in the whole
practice of seamanship, nevertheless inYolves points of the
nicest judgment and skill to effect its proper performance.
In the first place, care must be taken that the ship be by
the wind, not rap full ; nor jambed up to such a pitch as to
have no headway at all ; but simply, so that all the sails
may draw without trembling, and when the least touch of
lee nelm will cause them to shake. Ac'ain, do not put the
helm down suddenly, but gradually, spoke by spoke, which
gives the vessel au her velocity in coining to the wind,
increasing her distance to windward, and keeping her under
command after the after yards are swung. If, on the con-
trary, the vessel be suddenly brought to the wind by the
helm being put down all at once, the ship will most cer-
tainly lose her way, and consequently have stemboard
before the head yards are touched. This often leads to
missing stays. And here arises another point, viz., the
order, "helm's a-lee," should not be given until the jib
lifts, for so long as the sail is full, it is manifestly of service
to the ship in staying ; and when it shakes it is of no use,
and then the sheet may be let go. If, on the contrary, the
sheet be eased off beforehand, the sail begins immediately
to " flap," and so it will continue until it fills on the other
tack, or has altogether prevented the vessel from coming
head to wind. The same may be said of the fore-sheet ;
and hence it is that officers often run the lee clew of the
fore-sail well up at the order, " Rise main tack and sheet,"
which should be given when the lee leech of the mainsail
lifts. The fore tack, however, should not be eased until
after " mainsail haul," for otherwise the entire strain and
pressure of the foresail (and that aback too), is thus brought
upon the bowline.
With the spanker, the sheet must be hauled aft gradu-
ally, as the lun of the sail lifts, until the boom is amidships.
It IS a common error to haul the sheet fiat aft at once, thus
makine a back sail of it.
If the mainsail be hauled before the wind comes ahead,
the main yard will fiy around of itself ; but if it be not
hauled until the wind comes ahead, or on the other bow, it
will occasion a very heavy and tedious haul. Instead,
* When beating through the narrow entrance of Narraganset Iwy, on the
night of the 26th of September, 1863, in a fresh whole topsail breeze, the U. S.
practice ship Macedonian missed stays twice, and was saved from going on the
rocks by the performance of this evolution.
330 WORKING TO WINDWARD.
therefore, of watching^ the lifting of the spanker or the
movements of the dog-vane, observe, rather, when the
weather leech of the main topsail is well aba<^k, as the indi-
cation when to haul the after yards ; and right .the helm
when the wind fills the leech on the other tacK. The head
yards are then hauled as soon after as possible, observing,
first, however, to brace and trim all sharp up aft.
In doubtful cases the windward flap of the spanker will
admonish you to haul the main yard ; and the pennant at
the main will more truly indicate the direction of the wind
than the vanes.
In tacking under double-reefed topsails, the practice of
bracing to the head yards, while me ship ha>s headway y
should never be resorted to, as tending to destroy not only
the effect of the rudder, which is of most consequence, but
to check the velocity altogether. Under these circmn-
stances, as soon as tne vessel comes up head to sea, and
loses her way, put the helm amidshipSy and as she gathers
stemboard shift it gradually.
In their zeal to shift over the head sheets, forecastle-men
sometimes make a back-sail of the jibs, causing the ship to
refuse stays.
When about to make a good haul of the yards, a few
hands should run away with the slack of the brace, the
^eater number standing by to clap on as soon as the slack
IS throuc^h.
Should a lee top-gallant or royal brace jamb in stays,
start the sheets at once.
When there is much sea on the bow, or when there is a
swell with little wind, the ship will require coaxing. Take
opportunities when she is inclining to come to, to naul the
head sails down ; ease the helm down, haul over the boom,
and check the head bowlines and lee head braces. The
main yard should not be hauled, nor head sails reset, nor
fore tack started until the wind is decidedly on what was
the lee bow. The later the haul of the main yard, the
heavier will be the work ; and as allowing it to bring up
square for even a short time would probably cause the
ship to miss stays, care should be taken to insure a good
haul.
Should a squall strike the ship in stays, up mainsail and
spanker, in royals and top-gallant sails, and slack the
weather-head braces. If the squall is very heavy, get the
vessel before the wind, and clew down ; otherwise let go
and haul.
REMARKS ON WEARING.
In ordinary cases, let the weather braces be started in
before putting the helm up, and keep the main topsail
leeches lifting ; an exception to this occurs in very light
JTiQ. 479
.[VV
Plate 112
.1,
JTitf. 4HO
\
iTiaj. -^i
K
y
V
B'JB. 4«.S
E^ig. 48a
O
7
■,/'.
HMk. 4h4
X
\
v^
Fia:. +K5
P^is;. 480
1" I
;:m
\h
8^
WORKING TO WINDWARD. 331
weather, when it is essential that the vessel should have
headway to help her go off; this will bring the ship around
(provided she had good headway at the offset) in a very
short space. Observe, -however, to put the helm up grad-
ually, and to brace the after yards entirely round, by the
time the ship gets before the wind, letting go the lee head
braces when the wind gets well abaft, as the forward yards
will thus fly nearly square, and save some little pulling and
hauling. When the wind draws on the other beam, meet
her with the helm, jib, and lee head braces as she comes to.
If a small vessel will wear readily, in place of taking in,
or lowering a fore-and-aft mainsail altogether, it is better to
drop the peak only.
In regard to keeping full the main topsail, while wearing^
much dei>ends upon the situation of the mainmast, which,
owing to the position of the engine, may step unusually far
aft, and the main topsail, by tnat means, become a luffing
sail.
As boats may be made to steer by trimming, so a ship
can be made to pay off by bringing the crew aft.
SAILING IN LINE.
When performing any evolution in the line, if sail will
insure it, do not hesitate to make a sufficiency, even if it
should be taken in immediately afterwards. Missing stays,
or taking up much time and space in wearing, throws other
ships into aanger and disorder.
You may have been carrying enough sail to keep your
station, but, it does not follow that you have enough to
carry you round when the si^al for an evolution is made.
If your leader is dull, but dome his best and in his station,
of course you must. not encroach on him ; but you must be
handy with your canvas, and sharp in freshening your way
with it, just before your own turn comes to go about.
When about to leave the main yard square in stays,
make a late haul, else the brace will go.
The rule for going about in succession in close order in
the line is, to put the helm down when your next ahead is
four points on the weather bow ; in open order, five points.
In wearing, shiver your after-yards, when your leader
is dead to leeward.
As ships when sailing in line are not at liberty to disturb
the order of sailing, it should be borne in mind that those
emergencies requiring a vessel to be hove to, veered or
luffed around on the other tack, must be provided for in
some other manner.
This applies to steaming as well as sailing.
CHAPTER XXIII.
WIND BAFFLING.
OOMIHO TO AOAINfiT THE HELM — TAKEN ABACK— CHAFKLLIRG — TBDDCIKO
TABDB AKB BEGULATINO SAILS FOR CHA1TGB8 OF WIND— A CALM—
OOUNTBR-B&ACINO THE TABDB, ETC.
COMING TO AGAINST THE HELM.
A VESSEL should always cany her hehn as nearly as po8«
sible amidships, as she is then more completely under its
guidance. A vessel that carries a strong weather helm,
when by the wind, is liable, by the carelessness of the
helmsman, to fly up, and in some cases, too far to be recov-
ered without bracing the yards. Suppose, for instance, you
are under all sail, by the wind, on tne starboard tack — she
comes to against the helm, proceed to recover her on the
same tack.
TO BOX OFF. (Fig. 471.)
The moment you find her coming to, Put the helm up !
Flatten in the head sheets! Ease off the main and span/cer
sheet ! In most cases this is sufficient if the vessel has head-
way on, and she will fall off ; then you may right the helm
and Draw the head sheets!
But if she still comes to against the helm, Main clew-
garnets and buntlines ! Spanker brails ! Up mainsail and
SPANKER ! Man the weather head braces ! Rise pore tack
AND SHEET ! Clear away the head bowlines ! Brace abox
THE HEAD YARDS ! If the wind is not already on the port
bow this will effect your object, by boxing her off; and
when the after sails fill, let go and haul as in tacking.
TO RECOVER ON THE SAME TACK BY WEARING.
If the head yards were not braced abox in time, and the
wind is now on the port bow, clear away all the bowlines,
and square the yards fore and aft. Fig. 472. She will soon
gather sternboard and fall off to starboard, from the effect
of the helm, which is right for sternboard. As the sails fiU,
brace in the after yards by the port braces to keep them
shaking, keeping the head yards square; as she gathers
333
WIND BAFFLING. 333
headway, shift the helm, and proceed as in box-hauling,
which will have the desired effect . Fig. 472 (4).
TO CHAPEL SHIP.
To OliApel Ship (by the T^^ixid on Sta.!--
l>oa,i*d n7a,ok)« But if, instead of coining to, you are
taken aback with a light breeze, to recover her on the same
tack, proceed as follows : Put the helm to port, if she has
headway on, haul up the mainsail and spanker, and square
the after yards ; the moment she gets sternboard, shift the
helm (putting it to starboard), and she will fall off briskly
to starDoard. When the after sails fill and she gathers
headwav, put the helm again to port, and when the wind is
astern, Brace up the after yards by the port braces : when
the spanker will take, haul it out, and bring her by the
wind. This is termed, " chapelling " a ship, by recovering
her on the same tack without bracing the head yards. Fig.
473.
Sailing in squadron, if your ship does not go off by put-
ting up the helm and flattening in the head sheets, proceed
at once to tack, and carry sail and tack again when she has
gained sufficient headway to return to your station. By
this you will gain your station sooner than by the method
given in the preceding paragraph, besides avoiding the
probability of compelling other vessels, astern or to leeward
of you, to leave their stations.
"Both in chapelling ship and in ^'recovering on the same
tack by wearing," we start with all the sails aback and the
wind on the lee bow. It amounts to the same thin^ whether
she came to against the helm or was taken aback by a shift
of wind.
In both cases we lay the after yards square ; in chapel-
ling, the head yards are left untouched ; in wearing, the
head yards are laid s<juare.
Recovery by wearing is, then, preferable to chapelling,
for the head yards, when square, will fill and give headway
sooner than if left braced up, and will also allow the ship to
come to more rapidly when she is brought to the wind in
coinpleting the manoeuvre.
To Oha^pel Sliip withoxit Toiiehinsr a
Bi^Ace. Fig. 474. This may be accomplished in fight
weather without touching a rope, excepting, may be, the
spanker brails. A light breeze takes you flat aback ; order
the helm down (with reference to the way the yards are
braced), and as soon as she loses way, Hard up ! and brail
up the spanker. The ship will now gather sternboard, and
back round with her stern to the wind. She will soon bring
the wind right aft and come to a stand, when right helm.
334 WIND BAFFLINC.
She will now gradually gather way, when the after leeches
of the sails, assisted by the helm and spanker, will bring
her to on the old tack.
TAKEN ABACK TO GO ON THE OTHER TACK.
The vessel, being on the starboard tack, is taken
aback, or has come to against the helm and brought the
wind on the port bow. When not sailing in squadron, and
no other circumstance renders it necessary to recover on
the same tack, go around on the port tack, thus :
If she has headway, put the nelm a-port, brace around
the after yards, and proceed as in tacking.
If she has no headway, put the helm a-starboard for
stemboard, up mainsail and spanker, square the after yaixis.
As she pays off to starboard, brace up the after.yards by
the starboard braces, and when they fill, " Let go and haul,^*
as in tacking. Set the mainsail and spanker, trim yards,
haul taut the lifts, and steady out the bowlines.
BRACING IN.
Tlie ^W^ind. lira^ws A.ft. You have directions,
as officer of the deck, to make the best of your way on a
certain course, which is directljr to windward. You are
close-hauled, under topgallant sails, on the port tack. The
ship comes up gradually to her course, and the wind con-
tinues to haul until it is directly aft.
Keep her full and by, and she will come up as the wind
hauls until she is on her course. Then give directions to
the helmsman, '' Steady so T^
Finding that the wind draws aft, give the order, Man the
weather main and lee crossjack braces! Clear away the
bowlines ! Brace in a little the main topsail, mizzen top-
sail and upper yards, and then brace in the fore topsail and
upper yards, and ease off a little of the fore main, spanker,
and jib sheets. Aloft to loose the royals ! Clear away the
flying jib I Get the topgallant studding-sails ready for set-
ting ! When ready, Let fall ! Sheet home ! Rig out
AND HOIST AWAY ! If vou Carry staysails, you may also set
them at this time ; also the topmast stun'sail when it will
draw.
After trimming the after yards, it is customary to order
the officer of the lorecastle to Trim the head yards by the
main !
Tlie AVIulcI, still Di^a^wing- A^ft^ is no^v
-A.l>eaiix. Brace in the after vards as much as the wind
REEFING. 335
will allow, keeping the sails full. Then brace in the head
yards, taking in the slack of the topgallant studding-sail
tacks. Ease off the fore, main^ spanker, and head sheets^
and set the topmast studding-sail, if not already set.
A vessel is " going large " when the direction of the wind
makes a greater angle than six points f67° 30') with the
course ; and when the wind is abeam or a little aoaf t, form-
ing more than a ri^ht angle with the course, then all the
saus feel the full lorce of the wind, and the velocity of
the vessel ought to have gained its maximum.
The ^Vv ixid. is no^^v on the C^ixairter.
Brace the after yards in nearly square, and then the head
yards, taking in the slack of the studding-sail tacks. Man
the weather main clew-garnet and spanker brails I Haul up
the weather clew of the mainsail, brail up the spanker, and
set the lower studding-sail.
The AVind still r>ra^ws Aft. Square the
after yards and then the forward ones ; get the lower lifts
down to the square mark, and haul down the jib and
flying-jib. Man the lee main clew-garnet, buntlines and
leecmines, and haul the mainsail up snug. Haul down the
staysails. *
The T^^incl is novi^ I>ii*ectly ^^ft. Stand
by to set all the starboard studding-sails! When ready,
hoist the topmast studding-sail up to the lower yard. Man
all the halliards, lower boom topping-lift, forward-guy, in-
and-out jiggers, tacks, outhauls ; tend the sheets, down-
hauls, and clewlines. Haul taut ! Rig out ! Sway to
HAND ! Then, Hoist away ! \
In sailing with the wind directly aft, many of the sails
are becalmed bv those abaft them ; the sails on the mizzen-
mast keeping the wind from those on the main, which again
becalm those on the foremast. The mainmast acting more
directly upon the centre of the vessel, should feel the full
force of tne wind, for which reason you may furl the mizzen
topgallant sail, clew down the mizzen topsail, and haul up
its reef -tackles and buntlines. This is termed scandalizing
the mizzen.
With the wind aft, if the sea is not perfectly smooth, a
vessel will roll more than if the wind were on either side.
Care should be taken to keep the yards steady, by setting
well taut the lifts and burtons.
It is a general rule, in trimming the yards for a shift of
wind, when the wind draws aft, to brace in the after yards
* Bracing in with stun'sails set, be very careful to clap on the stun'sail hal-
liards, lifts and burtons, and top up as the yards come in. Also keep a strain on
the after-prny, boom-brace, and topmast stun' sail tack.
f With stun'sails both sides, passaree the foresail, by means of a rope on each
ride, secured to the clew of the foresail, and rove through a bull's-eye on the
lower boom.
330 WIND BAFFLING.
first ; and when it hauls ahead, the head yards should be
braced up first.
When the yards are square in port, the lifts should be
marked by the captains of the tops and mast-men, so that
they may, b^ these marks, always be squared at sea when
before the wind, or in coming to anchor ; for studding-sails
will never set properly on both sides unless the yards are
square by the lifts ; and in coining to anchor, after the
yards are clewed down and braced square, a ship presents
a miserable appearance with the yards topped up m every
direction.
BRACING UP.
The AV^ind. Hauls Forward.. Having the
wind aft, and all the sails set to the best advantage, the
wind hauls forward on the starboard side, until she is close-
hauled ; proceed to shorten and regulate the sails, and trim
the yards, as the wind hauls.
The wind is now on the starboard quarter, the port
studding-sails, from the eddy wind out of the topsails, top-
gallant sails, and royals, are lifting. Stand by to dip the port
studding-sails ! Having men on tne lower, topsail, and top-
fallant yards ; while you lower on the halliards, they haul
own on the inner leeches of the studding-sails, and aip the
yards forward ; then, Hoist away ! and now, the studding-
sail yards being forward of the sails, the eda^ wind has no
bad effect upon them. Hoist the mizzen topsail, set the miz-
zen topgallant sail and royal and the fiying jib.
Dipping lee topgallant studding-sails is not recom-
mended.
When bracing forward, the oflScer of the deck usually
trims the fore yard himself, directing the oflScer of the fore-
castle to Trim the upper yards !
The AVind ntill Hauls Forward. It be-
comes necessanr to brace up a little by the port braces.
Stand hy to take in all the port studding-sails! Having
everything manned. Haul taut ! Clew up ! Lower away !
Haul down ! Rig in ! The booms being in, and alongside,
studding-sails in, the men making them up to stow away.
Man the port braces, forward guv and fore tack ! Attend
the starboard braces, studding-sail tacks, outhaul, and after
guy, and let go the lee lower lifts. Brace up ! Haul forward
the fore tack I Trim the upper yards, and lower boom by
the lore yard. Man the mam sheet and spanker outhaul !
Let go the main buntlines and leechlines, and have them
well overhauled. Ease down the lee clew-garnet, Haul aft !
Clear away the brails ! Haul out I ♦ Trim aft the jib sheet !
* Or, set the spanker (.as it is taken in) with the tceaiher clew of thi
mainsail.
WIND BAFFLING. 337
or if the jib had been hauled down, Man the jib halliards !
Clear away the downhaul ! Hoist away ! Haul taut the
weather lifts and braces! Haul out the studding-sail
tacks f
The ^Wind. HauIs ^bea^ni* Stand by to take
in the lower studding-sail ! When ready, Haul taut! Clew
UP ! Lower away ! Haul in ! Get the lower boom alongside,
brace up a little the yards, overhauling the lee lower lifts.
Man the main tack! Ease down the weather clew-garnet.
Haul aboard I Trim aft the jib sheet, fore, mam and
spanker sheets.
The wind still hauls, being now forward of the beam ;
brace the yards sharper up, attending the studding-sail
tacks, and overhauling well tne lee lifts ; naul close down the
fore and main tacks, and flat aft the sheets ; haul aft the
spanker sheet: then haul taut the weather braces, and
weather lower lifts.
The wind still hauling the studding-sails lift ; Stand by
to take in the studding-sails, royals and staysails! When
ready. In royals ! Lower away, haul down, Kig in ! Make
up and stow away the studding-sails, trice up the studding-
sail gear, and get the burtons off the yards. Trim the
yards and sails, and haul the bowlines fore and aft. You
are now as you were at the commencement, but on a
different tack. Weather permitting, leave the royals set.
CALM.
The yards are braced up on either tack, and the wind has
died away until it is perfectly calm.
Haul up the courses, brail up the spanker, haul down the
jib, and counter-brace the yards, either bv bracing around
the head yards, or the after ones. In this position she is
ready for any wind that may spring up. If there is any
swell on, furl the light sails to save tnem from chafe.
Suppose, for instance, the head yards are braced up by
the starboard, and the after yards by the port braces, helm
amidships. If the breeze strikes her :
On the starboard bow: Port the helm, hoist the jib,
starboard sheet aft ; when the
after yards fill, brace around
the head yards, shift over
head sheets. Fig. 475.
On the starboard beam : Hoist the jib, port sheet aft ;
brace around the head yards
at once. Fig. 476.
On the starboard quarter : Brace in the after yards, trim
the head yards by the main,
make sail. Fig. 477.
338 WIND BAFFLING.
On the port bow: Starboard the helm for stemboard,
(Sans on fore not aiMdc.) hoist the jib, port shoet aft,
square the after ycurds. When
the fore topsail fills, right the
helm and orace up the after
yards. Shift over the head
sheets. Fig. 478.
On the port beam: Hoist the jib, starboard sheet aft,
brace around the after yards
at once. Fig. 479.
On the port quarter: Trim the after yards first, then
the head yards by the main,
make sail. Fig. 480.
If the breeze strikes her ahead, then —
To pay off to port: Port the helm for stemboard,
hoist the jib, starboard sheet
aft. When she has fallen off
sufllciently, shift over jib
sheet. Let go and haul I Fig.
481.
To pay off to starboard : Starboard the helm for stem-
board, hoist the jib, port sheet
fiat aft, brace around briskly
the head yards, square the
after yards. As she goes off.
brace up the after yards, ana
at the proper time, let go and
HAUL I shift over the jib sheet.
Fig. 482.
So you have your vessel, by either process, immediately
under command. As soon as she gathers headway, bring
her to her course, or by; the wind, using the spanker
to bring her to, and setting thp courses to suit circum-
stances.
CHAPTER XXIV.
TWO OR MORE VESSELS COMMUNICATING AT SEA-HEAV-
INQ TO-FILLING AWAY-SQUALLS-MAN
OVERBOARD-SOUNDING.
In the previous chapter, we counter-braced the yards in
a calm to prepare for a breeze, but yards are frequently
braced in tnis manner, with a breeze, for the purpose of
heaving to ; in any case where you may wish to remain sta-
tionary.
The most common practice in vessels sailing alone, is
after hauling up the mainsail, to brace square the main
yard — that is, yards on the main mast — having the fore and
cross-jack yards braced full, foresail, spanker, and jib, set.
Though the sails on the main mast are aback, she will range
ahead slowlv.
To stop her way still more, brace the cross-jack yards
square, haul up the foresail and i)ut the helm a-lee ; she
will rarely range ahead under this arrangement of the
sails, but will fall off and come to, which you may
regulate by easing off, or hauling aft, the spanker and jio
sheets.
Or you may brace abox the head yards, and keep the
after ones full. The after sails will keep her by the wind,
while the head sails will deaden her headway.
It must depend entirely upon circumstances which
method is resorted to.
Two vessels communicating, the weather one braces
aback her main yard, the lee one her head yards ; then, on
any sudden emergency, as a squall, the weather one throws
all aback and drops astern, while the lee one shivers her
after yards, fills her fore topsail, and falls off. Fig. 485,
Plate 112.
If there are three vessels, the centre and weather ones
back their main yards, and the lee one as before ; then, in
case of necessity, the weather one fills her after yards and
shoots ahead, the centre one backs astern, and tne lee one
proceeds as before. Fi^. 480.
Sailing in squadron m " order of sailing," those vessels
which have the advantage in speed over others, are obliged
frequently, besides reducing sail, to back the mizzen top-
sail, for the purpose of keeping in their stations. This is
880
340 VESSELS COMMUNICATING AT SEA, ETC.
frequently done in preference to furling royals and topgal-
lant sails. A fast-sailing vessel will sometimes keep ner
station for hours, with her mizzen topsail aback.
TO HEAVE TO,
HAVING THE WIND AFT, OR ON THE QUABTER.
After hauling up the courses, commence as in bring^g
to the wind, brace the mizzen topsail sharp up, put the helm
down, and when the spanker will take the ngnt way, haul
it out. Keep the main topsail square, and meet her, as she
comes to, with the helm, and by oracing up the head yards,
and hauling aft the head sheets. Fig. 483, Plate 112.
UNDER SIMILAR CIRCUMSTANCES,
TO HEAVE TO WITH THE FORE TOPSAIL TO THE HAST.
After hauling up the courses, brace up the main and
mizzen topsails, when you put the helm down ; keeping the
head yards square, and hauling flat aft the jib-sheet. It
may be necessary to meet her with the helm, and ease the
spanker sheet, before she loses her headway, to prevent h#*r
coming around or going about. Fig. 484, Plate 112.
If a vessel has a rapid headwav when the necessity for
heaving to occurs, settle down tne topgallant sails and
royals, or clew them up ^ for these sails, when thus thrown
aback, receive the full impulse of the wind, increased by
the headway of the vessel, and the mast thus pressed has
not a sufficient support from its stay.
To Fill A^w^y^ after lying to with the main top-
sail to the mast : Right the helm! haul aft the head sheets!
and board the fore tack. As she falls off, brace up the after
{rards, set the mainsail, and trim to the course. If from
ying to with the fore topsail to the mast : Right the helm!
shiver the after sails and haul aft the jib-sheet. As she falls
off, brace around the head yards. Meet her with the helm,
and trim to the course.
In the foregoing cases, vessels are said to be '^ Lying to
with the main topsail to the mast;" *' Fore topsail to the
mast y " " After yards aback ; " or, " Standing on with the
mizzen topsail aback:'
Ships running with the wind aft may decrease their
speed oy '' bracing by," thus spilling the wind out of their
sails.
VESSELS COMMUNICATING AT SEA, ETC. 341
SQUALLS.
When a modem vessel, close-hauled, is to be handled
during a squall, the weight of evidence is in favor of her
luffing and reducing sail with air possible dispatch.
The tendency of the vessel is to luff of herself, as the re-
sistance under the lee bow is greater than that under the
opposite bow. in the ratio of the ship's inclination. More-
over, if the snip puts her helm up immediately, sail cannot
be shortened till the wind is abaft the beam, to reach which
she must pass a point where the whole force of the squall
will be exerted upon her.
A long modem ship is slow in paying off, and would
han^ at this dangerous point even longer than a short old-
fashioned vessel.
An argument a^gainst luffing is the danger of getting
taken aback. But tne luffing should be done with a steady
helm, being quick to meet her when she trembles.
This recalls the point that, when close-hauled, the after
yards should always be in sufficiently to have their sails
touch, while, at the same time, the head yards stand full.
The vessel being imder reduced canvas, and luffing to
the squall, should it then come so heavy as to endanger her
spars, she may go off by letting fly the lee topsail sheets,
and clewinfi^ up tne mizzen topsail.
A vessel running free when struck by a squall, should
keep away, reducing sail as necessary.
Attention is called to the value of trysails in squally or
heavy weather.
These fore-and-aft sails can be carried when courses
have to be hauled up. When set, they assist in giving the
ship that headway without which her rudder is of no use.
BY THE WIND UNDER ALL SAIL,
TO REDUCE SAIL TO A SQUALL.
Take in the royals, flying-jib, mainsail, and spanker.
Take in topgallant sails, clew down the topsails, haul out
the reef -tackles, haul up the buntlines, and belay the topsail
clewlines. Set fore topmast staysail and haul down the jib.
Receive the squall under this sail. Have a hand by the fore
sheet.
If the squall comes so heavy as to endanger your spars,
let fly the lee topsail sheets ; clew up mizzen topsail, up
helm, ease off fore sheet to relieve the pressure under the
lee bow, and run before the wind. Clew up fore and main
topsails, and haul up foresail.
342 VESSELS COMMUNICATING AT SEA, ETC.
Haul by the wind and make sail after the squall has
passed.
If by the wind under topsails and foresail you are struck
by a squall, clew down tne topsails, luffing to touch Uis
leeches. The helm must be carefully attended.
STRUCK BY A SQUALL, GOING LARGE.
Sailing with the wind on the starboard quarter, under
royals, flying-jib, staysails, and all starboard studding-sails,
you are struck by a heavy squall.
The first and most important thing to be done is, to ^et
your vessel before the wind, which destroys greatly its
force, and becalms many of the sails ; and the next is, to
reduce sail as expeditiously as possible.
Hard up! Let go the main and spanker sheet, and
OUTHAUL 1 Clew up the royals and topgallant sails, and haul
down the topgallant studding-sails and flying-jib, clew down
the mizzen topsail, haul up tne mainsail and spanker, tilien
take in the lower and topmast studding-sailB, and haul
down the staysails, rig the booms in, and ts^e the burtons
oflf the yards. When before the wind, right the helm, clew
down the topsails, haul out the reef-tackles, and up the
buntlines, haul down the jib and hoist the fore topmast
staysail. In the meantime, furl the topgallant sails and
royals, and stow the light sails ; and you may now run be-
fore the squall until it moderates, or bring by the wind and
reef, before keeping on your course.
The lower and topmast studding-sails assist in paying
her ofF, and should be kept on if possible, imtil she is before
the wind, for a vessel in a squall is apt to 'fly up into the
wind, unless means are taken promptly to prevent it by the
helm and sails.
In taking in the spanker quickly, when going large, haul
down the head before starting the foot outhaul. This makes
the sail much easier to handle.
REMARKS ON SQUALLS.
In most cases an officer who keeps a vig^ant watch can
see the approach of a squall and anticipate it by reducing
sail and be ready to brace yards and meet it ; for rarely do
squalls occur without something to mark their approach-
either the appearance of the clouds and horizon or the com-
motion on tne water, the latter cannot be mistaken and
invariably marks the advance of a sudden and violent
squall.
No part of the horizon should escape his observation
during the watch even in the finest weather with a steady
VESSELS COMMUNICATING AT SEA, ETC. 343
breeze. It will encourage a habit that must turn to good
account, and never be a useless one ; he may see by this,
the approach of a squall from a point directly opposite to
the breeze, which appears to be a steady one, ana prepare
himself by reducing sail in time.
Too much cannot be said in censure of an officer in
charge of the deck, intrusted with the safety of a public
vessel, and the lives of hundreds of persons, who, perform-
ing his duty negligently, allows a squall to strike him with-
out seeing its approach, and consequently unprepared to
meet its effects ; oy allowing other matters to occupy his
thoughts and attention during his watch, he is thrown
entirely oflf his balance at any unusual occurrence, creates,
by his manner and conduct, confusion among the men, and
losing their confidence, at the same time loses their respect,
and proper deference to his orders.
Never trust a squall which cannot he seen through, for
when a heavy squall strikes the ship, you can seldom reduce
sail without losing it.
MAN OVERBOARD.
"With tlie T^lnd. A^toeam oi* forTvard. of
tlie Beam.
The moment the cry of "man overboard" is heard,
order :
Hard down!
Let go the life-buoy !
As she comes to, issue the following orders distinctly
and in a manner that will cause instant obedience :
Silence fore and aft !
Clear away the lee life boat!
Main clew garnets and buntlines !
Weather main and lee crossjack braces !
Clear away the after bowlines !
Up mainsail ! Brace aback !
The moment the lee braces and bowlines are let go, the
yards (from being already in the wind) will fly around of
themselves : then keep the head yards full to steady her,
while the arter ones stop her headway.
While this is being d!one, the boat is ready for lowering,
with a crew and oflScer in her. Lower away! and direct
them which way to pull.
In smooth water, and when the boat has but a short dis-
tance to go, remain hove to and await the return of vour
boat, making all preparations for hoisting. With a fresh
breeze and heavy sea, bear up after the departure of the
life boat, run down to leewara of her and heave to on the
same tack as before, in readiness for hoisting.
In all cases of sudden heaving to, light well up the head
sheets.
344 VESSELS COMMUNICATING AT SEA, ETC.
^V^ith the T\^iiid Al>aft the Bestm.
Assume the ship to have the wind on the starboard
quarter, with the starboard studding-sails set, the principle
being the same, however, under any disposition of canyas
with the wind abaft the beam.
Luff to with the head yards to the mast, using the follow-
ing orders :
Hard down 1
Let go the life buoy !
Clear awat the lee life boat !
Lee main, weather crossjack braces I
Brace up !
Let fly the stunsail tacks and sheets!
Clew up the lower stunsail !
Fore and main clew garnets and huntlinesi
Up courses !
By this arrangement of canvas the ship is hove to with
the head yards to the mast, and may be held steady till the
return of the boat. Let the officer of the forecastle haul
down the stunsails and get things to rights forward. The
booms may be left out.
In this case the boat pulls off the weather beanL
A^ind att^ a.iid Stixddiiigr*^^^!^ both
sides.
Bound to on either tack (the particular one determined
in the mind of the officer when taking charge of the deck],
brace up the after yards and luff to with the head yards
square.
Give the following orders, if to come to on the starboard
tack :
Hard a-port !
Let go the life buoy !
Clear away the port life boat !
Man the port main, starboard crossjack braces, spanker
outhaul!
Brace up I Haul out !
Let fly the starboard studding sail tacks! Clew up the
STARBOARD LOWER STUDDING SAIL 1
Take in the lee stunsails as fast as possible, then the
weather ones. Up courses and reduce sail as necessary.
The boat pulls off the weather beam.
MAN OVERBOARD. UNDER STEAM.
Let go the life-buoy I
Clear away the starboard (or port) life-boat.
Signal to the engine room to back at once if the engines
will stand it. Otherwise stop and back.
Hard a port, {or hard a-starboard).
Put the helm the way that will the soonest give the life-
VESSELS COMMUNICATING AT SEA, ETC. 345
boat a lee, and at the same time bring the vessel nearly
head to the sea.
Get the boat away as quickly as possible. Should fore
and aft sail be set, let fly the head sheets.
Straighten up after the boat is away.
If the screw current, or back wash, has reached the
point where the boat is to be lowered, caution the men in the
boat, stop the engines, and if the boat is not fitted to detach
both falls together, be sure to let go the forward-fall firs+.
There will be occasions, such as when running before
the wind and sea, that by the time the boat can be lowered
the vessel will be some distance directly to leeWard of the
man, thus giving the crew of the life-boat a hard and possi-
bly long pull to windward. In which case manoeuvre the
vessel in such a way as to bring her to windward of the
man before- lowering the boat. Should there be the slight-
est doubt, lower the boat as soon as possible, lowering a
second boat later on if found desirable.
If the conditions be too bad to lower a boat, let go the
life-buoy, and make every effort to get something to the
man for him to cling to. Then manoeuvre so as to get to
windward of him, when he may be rescued by the throwing
of lines. If necessary to attempt lowering a boat under the
latter conditions, first use oil freely. Remember the binna-
cle lamps are always handy.
In many cases of '*man overboard" from small vessels,
such as torpedo boats, it would be advisable to let a strong
swinuner, with a line around him, go to the rescue of the
man in the water, first putting the vessel in the most fav-
orable position.
It is held by some that with twin screws there is great
danger of the man being struck by the screw nearest to him
if the helm is put hard over at once. The speed of the
vessel, and the point where the man falls over, as well as
the way the hehn is put, will govern this case to a great
extent. Putting the helm one way will throw the stern
towards the man, while the opposite will throw it away
from him.
As previously stated, the method of procedure in any
event snould already have been decided upon by the officer
of the deck.
In low free-board vessels in heavy weather, the men
should be specially cautioned against the danger of being
washed overboard.
GENERAL REMARKS.
The best authorities agree that a smart working ship,
which is sure in stays, should go about on losing a man
overboard with the wind abeam or forward of the beam;
346 VESSELS COMMUNICATING AT SEA, ETC.
leaving the main yard square on the other tack and lower-
ing the boat in stays.
In such a ship, when on a wind, order: Ready about!
Let go the life buoy! Clear away the weather life
boat!
Proceed as in tacking. At the order : Rise main tack
AND SHEET ! haul up the mainsail ; keep fast the fore tack
to pay her around. Make a late '^maintopsail haul" or the
main brace may carry away ; leave the main-yard square.
Shift the helm for stemboard, and when ready^ Biss fork
TACK ! and Let go and haul ! Do your utmost to get the boat
lowered before the ship gathers stemboard. If this proves
impossible, you may save trouble by waiting till the stern-
board ceases before lowering.
The great merit of this plan is that the ship when around
drifts right toward the man and the boat.
If the boat is in distress, or her crew exhausted, the ship
will be in position to afford prompt assistance.
Unfortunately this practice is limited to vessels that can
be relied upon to tack, and therefore cannot be adopted by
the average modern steamer cruising under sail.
Particular attention may now be directed to other mat-
ters connected with this important manoeuvre.
The Uf e-buoy look-out should watch for the appearance
of the man before dropping the buoy. A cool hand will
drop the buoj^ within a tew feet of the man — another will
either not let it go at all or drop it before the man reaches
the stem. The buoy dropped, the look-out should keep the
man in sight until the persons specially detailed for this
purpose reach their stations in the mizzen rigging, and can
get the bearing from the look-out.
It is not entirely advisable for the life-buoy look-out to
leave his station himself and go into the rigging — as he may
be required to let go the other life-buoy — in case of an acci-
dent to the life boat when lowering.
In coming to the wind in a fresh breeze, clew up the
royals and settle the topgallant halliards.
In bracing around, letting fly gear, &c. , do not forget to
warn men on the yards to look out for themselves.
Be smart in hauling up the mainsail ; if you allow the
main-yard to fly square before the mainsail (or at least one
of its clews) is out of the way, it will defy the efforts of the
whole watcn to haul it up.
There is generally more mischief done in lowering the
boat too soon than by waiting for the proper moment.
Lower when the ship has slight headway, and at all events
before she gathers stemboard.
If sailing in squadron, make the preconcerted "acci-
dent " signal as soon as possible, and at night run up your
position lights without delay.
In giving your orders, substitute the words, Starboard
Service Life Bu<^.
To fact p. Si7.
VESSELS COMMUNICATINQ AT SEA, ETCv 347
and PORT, for lee and weather, whenever practicable,
especially in manning the boat and gear. The cry of man
overboard brings all hands on deck, and if greeted with
unmistakable orders they know what to do and where to
go. This precaution is of special value on a dark nighty or
when the ship is nearlv before the wind.
Every ship should have men told off for the following
purposes :
To tend the life-boat falls.
To keep the man in sight.
To hoist and tend signals of **Pull to port;** Pull to
starboard ; " " You go well j " and to display lights or fire
rockets showing ship's position.
A Very signal fired in the direction of the man will often
reveal his position in the water, if not too distant.
Success in saving the man depends on the coolness of
the officer of the deck and of the look-out at the life-buoy,
and upon the normal condition of the boats.
The officer of the deck should —
First. Keep cool himself and preserve order.
Second. Let go the buoy and keep the man in sight.
Third. Put the helm down.
Fourth. Heave to.
Fifth. Lower the life-boat.
Sixth. Get matters to rights and prepare for hoisting the .
boat.
The service life-buoy Fig. A is annular in shape. The
air chamber is made of sheet copper, and divided into water-
tight compartments. It will sustain the weight of one man
in a sitting posture, and that of three men in the water
when assisted by their own efforts.
Bands around the air chamber support two torches,
pivoted so as to stand always upright. These torches con-
tain phosphide of calcium, which emits a bright flame when
coming in contact with the water.
The buoy is attached to the stern by a chain slip. A
handle inboard disconnects the slip when pulled upon, and
drops the buoy.
Circular life-buoys made of cork should be distributed
about the upper deck, for in the long modern ships a buoy
thrown out from the gangway often falls closer to the man
than one thrown from aft.
The man sticks his head up through the buoy and sits on
the life chain, or rests his arms on it.
A few exercises in picking up buoys and lowering life-
boats under various circumstances at sea will accustom both
the officer of the deck and the watch to that kind of work.
It would be well, also, when the crew are sent in bathing,
to drop the life-buoys and allow the men to form some idea
of the manner in which they are to be used, and of their
sustaining power.
348 VKS8EU3 COMMUNICATING AT SEA, BTC.
SOUNDING.
In a light breeze, with the wind free and all sail set,
soundings mav be taken without reducing sail, thus : Luff
the ship up ; if the lower stun'sail is set haul up the clewline,
and keep the sails lifting, without allowing them to catch
aback, which can readily be done by a proper management
of the helm : she will lose her headway sufficiently for the
purpose, ana still be under control of the helm. The sound-
ings being taken, keep her off to her course, and haul out
the lower stun'sail.
The operation of obtaining soundings, particularly when
going large, affords a fine opportunity for the display of
skill and judgment in handling a ship. Celerity and cer-
tainty are generally aimed at, out very frequently is the
latter needlessly sacrificed to the former. Full preparation
should be made first with the lead and line. The sails and
helm must then be managed so as. to bring the ship as nearly
stationary as possible without endangering the spars. As
soon as the headway ceases, or nearly so, get a fair up and
dovm casty and fill away.
The common error is to get a cast with too much way on.
Instead of saving, this only wastes time, for if the sound-
ings are necessary at all, they should be determined cor-
rectly.
On a wind, haul up the mainsail and back the main top-
sail. In addition to tnis, the mizzen topsail may be thrown
aback if found necessary to deaden the ship's way.
CHAPTER XXV.
REEFINQ-TURNING OUT REEFS.
XS.eefltigr SLiicl HoiHting*. When it becomes
necessary to reduce sail by reefing topsails, if all hands are
to be employed, direct the boatswain to call :
Reef topsails ! The men beine on deck :,
Man the topsail clewlines and buntlines, weather topsail
braces ! Hands by the lee braces, bowlines, and halliards !
A few hands take through the slack of the reef -tackles.*
When ready —
Clear away the bowlines, round in the weather brakes !
Settle away the topsail halliards ! Clew down ! Brace the
topsail yards in so that the lee topmast rigging may not
prevent them from being clewed down to the cap ; haul up
the buntlines, and the slack of the reef -tackles while the
yard comes down ; and when it is down on the cap, steady
the yard by the lee braces, and haul taut the halliards. (The
latter precaution is too commonly neglected.)
Haul out the reef tackles I
Haul up the buntlines !
. Aloft topmen ! Trice up ! Lay out ! Take one reef !
Light out to windward. Pass the weather earing, rousing
the reef -cringle well up ; then haul out to leeward ; hauling
the reef -band well taut ; pass the lee earing and tie the
points or toggle the beckets.
While the men are reefing, luff the ship up and spill the
sail, that they may gather it up readily.
Lay in !
Stand by the booms !
Down booms ! Lay down from aloft ! Man the topsail
halliards ! Let go and overhaul the rigging ! Clear away
the buntlines, clewlines, and reef-tackles, and have them
lighted up. Tend the braces! Let go tne lee ones, and
stand by to slack the weather ones. Set taut ! Hoist away
the topsails ! When up to a taut leech. Belay the topsail
halliards ! Trim the yards, Steady out the bowlines I and
pipe down.
Frequently topgallant sails are set when about to reef
* If the reef-tacklefl reeve through a sheave in a treble quarter-block under
the topsail yard, they act as downhaul tackles when hauled upon, and should be
manned. But ayoid endan^ring the yard-arms by putting undue stnun upon
•och leef-tackles while clewing down.
849
350 REEFING.
topsails. If you intend to set them again after the topsail
is reefed, clew the sail up, and after the topsail is reef ea and
hoisted, sheet home ana hoist the topgallajit sail over the
single reef.
If the wind still increases, and it becomes necessary tp
reduce sail still further, clew ud and furl the topgallant
sails^ then take a second and a mird reef, j>roceeding as in
the nrst, having each successive reef -band immediately be-
low the preceding one.
And to reduce sail still further, by taking the last or close
reef, pass the earings abaft and over the yard, bring the
reef -band under the yard, and covering the other reefs. It
will be necessary in this reef to haul the reef -tackles close
up, to do which you will be obliged to start a little of the
topsail sheets, or to brace in a little of the lower yards.
After taking the third reef in the topsails, it is advisable
to get preventer braces on the weather topsail yard-arms,
particularly if the braces are much worn.
After hoisting a close-reefed topsail, haul taut the reef-
tackles, so that they may bear a strain to relieve the reef
earing, and be particular that the yard is hoisted clear of
the lower cap. Send the men down from aloft, haul home
the sheets, trim the yards, and haul the bowlines.
The mizzen topsail is generally furled when the fore and
main are close reefed.
To Reef Topsails before the ^W^ind,
you may, by putting the helm either way, and bringing the
wind abeam, clew tne yards down as the sails lift, and Keep
her in this position until they are reefed ; or if you wish to
continue on your course, wind blowing very fresh, hrcu^e by,
spilling the wind out of the sails.
To K.eef a Coixrse. Having the reef -pendants
hooked to their cringles, on the leeches of the sail, nook the
clew-jiffger to the thimble in the upper end of the pendant ;
Man the clew-garnets, buntlines and leechlines! and haul
the sail up as in a fresh breeze. Haul well taut both lifts.
Haul out the reef-tackles ! slacking the clew-garnets, if
necessary, to get them well up. Lay aloft lower yard-
men 1 Man the boom tricing-hnes ! Trice up, lay out and
REEF ! Proceed in reefing as in taking the first reef in a top-
sail, being careful to secure every reef point to the jact-
stay. Lay in ! Down booms ! Lay down from aloft I Let
go and overhaul the reef -tackles, and set the sail.
Xl^eef Eax-ingr^ — Ji^eei" Jl-^oints and
Beclcets. In reefing, as soon as the men are on the
yard, the sail is picked up with both hands, the men facing
to leeward and hauling out to windward. The weather
earing being passed. Haul out to leeward! passing the lee
earing in the same manner as the weather one. Baul the
reef -band well taut, and turn the folds {dog's ears) of both
leeches in between the sail and the yard.
REEFING. ^^1
To pass a hull earing for the first or second reef of a
• topsail, Fig. 487, Plate 113. The end passes from aft for-
ward through the reef-cringle ; haul the cringle well up on
top of the yard, then take one round turn of the earine
around the yard and outer parts without passing through
the cringle, after which take three turns round the yard and
through the cringle, hitching the ends to the lift close down
to its eye-bolt.
The first turn is taken outside the cringle to jam the
thwartship parts and keep the cringle from sagging down.
For description of a bull earing, see Earings, under
Sails, Chapter X.
To pass an ordinary earing for a topsail. For the first
reef, if so fitted, as in Fig. 488, Plate 113, take the earing up
from the sail and pass it on the forward side and over the
yard around the inboard cleat, through the cringle, then
take one turn around the yard outside the cringle, to jam
the outer turns. Then reeve the biqht of the earing through
the cringle from aft forward, and pass the end from tne
cringle under the yard up over and through the bight, then
back over the yard and through the cringle from under-
neath the yard. Slue the cringle well up, pass sufficient
turns to secure, expend the end round the yard, finally
taking a half -hitch around the lift close down.
The second and third reef earin^s are passed in the same
way, usin^ the outer cleats, and with additional outer turns
if reguirea.
First and second reef earings are now generally bull
earings, as described above.
The fourth or close reef earing is passed similar to other
(ordinary) earings, with the exception of taking the first
turns on the after instead of the forward side of the yard.
Fig. 489, Plate 113.
If the close reef were fitted with beckets, it would be
taken like the others, and the first turns of the earing taken
forward, as usual.
Reef earings of a course. The course being hauled up.
the first reef earing is then passed from fortvard aft around
the lift bolt, back over tho top of the yard and through the
cringle. Take the inner turns through the cringle and
around the yard, the same as for a topsail, hitching the end
around the brace-block bolt. Fig. 4i)0, Plate 113.
The second reef earing is passed in the same way.
The use of outer turns of a reef earing is merely to keep
the head of the sail on a stretch, the inner turns taking the
whole strain of the leech when the sail is hoisted and bow-
line hauled.
Reef points of a topsail. The reef earings being secured,
pass the after reef points up from under the yard and clear
of the topgallant sheets {i. e., between the topgallant sheets
and the yard), pull the sail well up forward, and join the
'>ori REEFING.
forward and af terparts of each point with a square knot on
top of the yard. Be particular that the reef points are all
tied.
Reef points of a course are taken with a round turn
around the jackstay, and each pair square knotted forward
of the jackstay.
Reef beckets have their tails passed through the reefing
jackstay on the sail, and toggled to their own parts, as soon
as both earings are passed.
To Slia^lce or Txti^ii a. Heef oixt of a.
Topsail. Give the commands: Make sail! or. Stand
Inj to shake out the r-eefs! Man the topsail reef tackles and
hnntlines ! Weather topsail braces ! Settle a little of the top-
sail halliards! Haul taut the reef-tackles and btintlines!
to take the strain off the leeches of the sail and reef -earing.
Haul in the slack of the weather topsail braces. Send aloft
the sail loosers. Cast off the reef points or beckets from the
slings, as they lay out, and have the earings ready to ease
away ; when the reef -points are all clear, i^SB away ! Lay
IN ! Lay down from aloft ! Let go and overhaul the rig-
ging! Reef -tackles, buntlines, clewlines, topgallant stud-
ding-sail tacks, and topgallant sheets are overhauled. Man
the topsail halliards! Tend the braces! Hoist away the
topsails ! Trim the yards, and if on a wind, haul the bow-
lines.
To Tixrn a n^eel" out of a Oouii^se, pro-
ceed as in a topsail, easing oflF the tack and sheet to reheve
the strain on the leeches of the sail, while you are hauling
taut the reef -tackles ; when done, haul aboard the tack, ana
aft the sheet.
GENERAL REMARKS ON REEFING.
In clewing down to reef, luflf the ship to, with a steady
helm, and meet her when she shakes. Clear away the bow-
lines, settle a little of the halliards, and then round in the
weather braces. By adopting this precaution, the sails are
more easily spilled, and by hauling on the weather braces,
they serve not only to keep the yard in, but to bring it down
also, which would not be the case were the halliards kept
fast until afterwards. But have the topsail yard braced
well in before settling the halliards away roundly , or else
the lee topmast rigging will be endangered.
Much aepends upon the manner in which the sails are
laid for reenng ; for this reason it is deemed best by experi-
enced seamen to keep the courses, which should be set, full,
and to brace the upper yards in, sufficient to make the top-
sails lay '* alive; or in other words, so that the weather
leech will cut, as it were, the wind in two, leaving the can-
vas hanging loose.
REEFING. 353
If sailing with the squadron in moderate breezes, run the
yards in nearly square, or the men will lose time in getting
on the weather yard-arm.
Bracing in a topsail yard for reefing, in a fresh breeze,
requires great force, and not unfrequently the brace, from
being much worn, becomes stranded ; as soon as you dis-
cover it, put on a good stopper above the strand, man the
weather clewline and clew tne sail up, bend the lee bowline
to the extremity of the lee yard-arm, and get a preventer-
brace on the weather one; then, by these, brace in the yard
and clew it down ; and while you are reevine new braces
or splicing old ones, steady the yard by the bowlines and
preventer-brace.
When short-handed or working with the watch, clew the
yards down, and get all ready for reefing before starting the
men up ; but with all hands, the topmen may be sent aloft
at once, and ordered out as soon as the yards are on the cap,
the braces steadied taut, and gear hauled un.
In hoisting sails after reefing, be careful (particularly if
it be blowing fresh) not to " swig" them up too taut, as the
reef -bands are apt to be slewed under the yard in conse-
quence, and the sail must be reefed afresh.
In a seaway, and the vessel pitching, do not haul the
braces too taut ; it endangers the yard and the rigging ; the
lee braces should be kept slack to allow the yard a little
play, but be particular tnat though the brace is slack, it is
securely belayed to its pin.
When double or treble reefing on a wind with courses
set, bear in mind that the outer arms of the topsail yards
are unsupported, and are unequal to the strain that may be
brought to bear on them, by overmanning the reef -tackle.
When the yard is laid, the duty of the reef-tackle is to give
the earing men plenty of slack leech between itself and
yard; and if it cannot effect this without much strain-
ing (and this can easily be judged of by observing the taut-
ness of the leeches helotv the reef-tackles on each side),
raise the clews at once with the clewlines, sufliciently for
the purpose.
Particular attention should be given to the fore topsail
in this respect. The fore yard being braced sharper up than
the main, unless the lee topsail sheet is checked a little, the
sail cannot be as well hauled up for reefing as the main
topsail. Bracing in the fore yard is less advisable than
checking the lee sheet, as the yards should be kept sharper
up forward than aft.
Pull the buntlines well up so as to girt the sail in for the
bunt points.
Nothing is gained by permitting the men to get out on
the yard for reefing, in a strong breeze, until the yard is
laid and the sail ready for them. Yard-arms have been
wrung off in the endeavor to make the reef -tackle do all the
394 REBFINQ.
duty of other gear, and the earing men's lives saved only by
a seeming chance.
In reefing at night, in the line, observe if your next
ahead and astern have more or less sail than topsails. If
you have been sparing them courses, you will be run into ;
and if they have been sparing them to you, you will run
into your leader, unless you are alert.
A few fathoms of the main brace, checked by one hand,
will often just regulate the pace and keep the ship in sta-
tion ; and, if let go at the instant, arrest danger. *
After every evolution (especially at ni^t), make the
petty oflScers report their ropes, and also inunediately after
relieving the watch.
Preventer-brace pendants, made long enough to reach
from the yard-arm to the slings, are not only quickly at-
tached to the whips, but the risk sometimes incurred in
sending men on the yards cp*eatly diminished. Preventer
topsail braces have more driit, and a more downward pull
than the standing ones ; and, therefore, should never be so
taut, or be haulea upon, until the lifts are well up.
The general rule for topsail lift jiggers, is to put them on
when the second reefs are taken. And it is good to make
a habit of putting the spare parrels and preventer-braces on
when the tnird reefs are taken.
When topgallant yards are sent down on account of
weather, unreeve the topgallant sheets, and reeve them
through the bowline bridle of the topsails, up before all, and
hitch them to the lugs of the tie blocks. The;^ will act like
the leechlines of courses when taking in topsails.
H/eefing- a Spanliei*. Brail up as in blowing
fresh, but do not haulup the clewrope. Lower the throat
and peak halliards (or tackles clapped on to the pendants,
if so fitted), steadying the gaflf bv the vangs. Pass a reef
earing through the cringle in the leech and around the foot
of the sail ; if taken around the boom, the foot of the sail
cannot be brailed up. Bring down the forward reef cringle
and pass a tack-lashing through it. Reef the sail on tne
foot. The outhaul may be shifted to the reef cringle, but
this is not always done. When ready, sway up the gaff till
the luff is taut, easing the vangs and steadving aft tne out-
haul. Then haul out the head and get a nnal pull on the
foot outhaul ; easingoff the spanker sheet as necessary.
To Il.ee f a Ti*;^sail. Proceed as above, shifting
the sheet block from the clew to the reef cringle.
The old balance reef in a spanker, from tne close reef
cringle diagonally toward the jaws, is rarely used.
* This refers to sailing in line. Hardly too mach can be said of the many
and great adyantages of squadron sailing ; the constant rivalry excited among
the several ships, making it one of the very highest sdiools of seamanship.
REEFING. 355
A spanker or trysail is frequently set ** reefed," by keep-
ing fast the head downhaul, and hauling out the foot only.
A few turns of the furling line at the head will assist in
keeping it in.
The storm mizzen is a substitute for the spanker set in
this way.
CHAPTER XXVI.
THE WEATHER -LAW OF STOBMa
The ^Weather. A change of weather comes
almost always with a change of wind, and the extent of
this change of weather depends on the fact of the new
wind being warmer or colder, damper or drier, than that
which has been blowing. Any conclusions drawn from
its movements must be checked by observations of tem-
perature, moisture of the air, present direction and force
of wind, and state of the sky, before any correct opinion
can be formed as to what may be expected. In general,
whenever the level of the mercury continues steady, settled
weather may be expected; but when it is imsteady, a
change must be looked for, and perhaps a gale.
A sudden rise of the barometer is very nearly as bad a
sign as a sudden fall, because it shows that atmospherical
equilibrium is unsteadv. In an ordinary ^ale, the wind
often blows hardest wnen the barometer is ]ust beginning '
to rise, directly after having been very low.
Besides these rules for the instruments, there is a rule
about the way in which the wind changes, which is very
important. It is well known to every sailor, and is con-
tained in the following couplet :
When the wind shifts against the sun,
Trust it not, for back it will run.
The wind usually shifts with the sun, i. c, from left to
right, in the northern hemisphere. A change in this direc-
tion is called veering.
Thus, an east wind shifts to west through southeast,
south, southwest : and a west wind shifts to east through
northwest, north, and northeast.
If the wind shifts the opposite way, viz., from west to
southwest, south, and southeast, the change is called hack'
ingy and it seldom occurs unless when the weather is un-
settled.
However, slight changes of wind do not follow this rule
exactly ; for instance, the wind often shifts from southwest
to south and back again.
In the southern hemisphere, the motion with the sun is,
of course, from right to left, and therefore the above rules
will necessarily be reversed.
356
THE WEATHER. 367
No reading from a mercurial barometer that is not hang-
ing vertically should ever be relied upon.
nri&e ^iiei*oid Barometex*. In this instru-
ment the atmospheric pressure is measured by its effect in
altering the shape of a small hermetically-sealed metallic
box, from which nearly all the air has been withdrawn, and
which is kept from collapsing by a spring.
When the pressure rises above tne amount which was
recorded when the instrument was made, the top is forced
inwards, and vice versa ; when the pressure falls oelow that
amount, the top is forced outwards by the spring.
These motions are transferred by a system of levers and
springs to a hand moving over a graduated dial.
The instrument is very sensitive, showing minute changes
that are concealed by the "pumping" of the quicksilver,
even in the best mercurial barometers, when the motion of
the ship is violent. Nevertheless, the working of the
aneroid should be used onlv for purposes of comparison and
in conjunction with a gooa mercurial barometer.
!?rote on tlie Use of the Uarometei*.
'^ In all parts of the world, towards the higher latitudes,
the quicksilver ranges, or rises and falls, nearlv three
inches, namely, between about thirty inches and. eight-
tenths (30.8), and less than twenty-eight inches (28.0) on
extraoroinary occasions ; but the usual range is from about
30.5 inches, to about 29 inches. Near the une, or in equa-
torial places, the range is but a few tenths, except in storms,
when it sometimes falls to 27 inches."
In the northern hemisphere, the effect of the veering of the
wind on the barometer is according to the following Taw :
With east, S.E., south winds, barometer falls.
With S.W. winds, barometer ceases to fall and begins to
rise.
With west, N. W., north winds, barometer rises.
With N.E. winds, barometer ceases to rise and begins to
fall.
In the southern hemisphere the law is as follows :
With east, N.E., north winds, barometer falls.
With N.W. winds, barometer ceases to fall and begins
to rise.
With west, S.W., south winds, barometer rises.
With 8.E. wind, barometer ceases to rise and begins to
fall.
To appreciate correctly the indications of the barometer,
we musx nave, as above stated, at the time of observation.
the temperature indicated by a dry and a wet bulb ther*
mometer, and the thermometer attached to the barometer
should be read with every reading of the latter.
The wet bulb thermometer has a piece of linen tied
around the bulb, wetted enough to keej) it damp by a wick
dipping into a cup of water. It will give a lower reading
358 THE WEATHER.
than an ordinary thermometer, in proportion to the dry-
ness of the air and quickness of drying. In very damp
weather, with or before rain, &c., the dry and wet bulb
thermometers will be nearly alike. The dner the weather,
the more evaporation can take place, from the moisture
surrounding tne wet bulb, hence the lower the temperature
shown by that bulb under such circumstances, and conse-
quently the greater difference between the reading of such
an instrument and that of a dry bulb thermometer. A com-
parison between the two affords, therefore, at all times, a
means of ascertaining the relative drvness or moisture of
the air. About six degrees difference between the wet and
di^ bulb readings is considered healthy in a temperate
cmnate.
Pouring water over the wet bulb instead of merely
moistening it imparts to the mercury the temperature of
the water, which may be higher than that of the air.
If a barometer has been about its ordinary height, say
near thirty inches at the sea level, and is steady -or rising,
while the thermometer falls and dampness becomes less,
northwesterly, northerly, or northeasterly wind, or less
wind, may be expected.
On the contrary, if a fall takes place with a rising ther-
mometer and increased dampness, wind with rain (or snow)
may be expected from the southeastward, southward, or
southwestward.
But a wet northeasterly wind may cause the barometer
to rise, on account of the direction of the coming wind
alone, thus deceiving persons who, from the rising of the
barometer only, expect fine weather.
Indications of approaching changes are shown less by
the height of the mercury than by its falling or rising.
A rapid rise indicates unsettled weather.
A slow rise with dryness, fair weather.
A rapid and considerable fall is a sign of stormy weather
and rain.
Alternate rising and sinking shows very unsettled
weather.
The greatest depressions are with ^ales from the south-
east to southwest ; the greatest elevations with winds from
northwest, northward, or northeast.
. But the barometer may rise with a dry southerly and fall
with a wet northerly wind.
Although the mercury falls lowest before high winds, it
frequently sinks considerably before heavy rain. The oa-
rometer falls, but not always, on the approach of thimder
and lightning, or when the atmosphere is highly charged
with electricity. Before and during the earher or middle
part of severe and settled weather, the mercury commonly
stands hic^h, and is stationary.
The tiaes are affected by atmospheric pressure, so much
THE WEATHER.
859
that a rise of one inch in the barometer will have a corres-
ponding fall in the tides of nine to sixteen inches, or say
one f oc^ for each inch.
"Vessels sometimes enter docks, or even harbors, where
thev have scarcely a foot of water more than their draught ;
and as docking, as well as launching large ships, requires a
close calculation of height of water, the state of the barome-
ter becomes of additional inaportance on such occasions.!'
Complete descriptions of the mercurial and aneroid baro-
meters will be found in Bowditch's Navigator.
I^ogrgring' the AVeatliei*. The ship's log must
contain, amoBg other things, an accurate record of the
weather.
To facilitate this, certain abbreviations are used in the
columns, as follows :
The Beaufort Scale is commonly used by seamen for recording the force of
wind. To obtain accurate results in recording force and direction, the
speed and course of a steamer must be considered.
FORCE OF WIND.
BEAUFORT'S SCALE.
0. — Calm. Full-rigged ship, all sail set, little or no head-
way
1. — Light Aik. Just sufficient to give steerage way. . . .
2. — Light Breeze. Speed of 1 or 2 knots/' full ana by. "
3. — Gentle Breeze. Speed of 3 or 4 knots, ** full and by. "
4. — Moderate Breeze. Speed of 5 or 6 knots, ' ' full and by. "
6. — Fresh Breeze. All plain sail, "full and by."
6. — Strong Breeze. Topgallantsails over single-reefed
topsails
7. — Moderate Gale. Double-reefed topsails
8. — Fresh Gale. Treble-reefed topsails (or reefed upper
topsails and courses.)
9. — Strong Gale. Close-reefed topsails and courses (or
lower topsails and courses.)
10. — Whole Gale. Close-reefed main topsail ami reefed
foresail (lower main topsail and reefed foresail). . .
11. — Storm. Storm staysails
12. — Hurricane. Under bare poles
VELOCITY.
Statute
Nautical
Miles
MiLBH
Per Hour.
Per Hour.
0to3
0to2.6
8
6.9
13
11.3
18
15.6
23
20.0
28
24.3
34
29.5
40
34.7
48
41.6
56
48.6
65
56.4
70
65.1
90 or
78. 1 or
more.
more.
Note. — The above scheme varies slightly from the instructions at present
(1898) contained in the log, but future editions will conform to it. Attention' is
specially called to the nomenclature of the winds, which is given agreeably to
to the present international usage, as sanctioned by the best authorities.
The Beaufort Scale as given above is easily memorized, if a mental note is
made of t"be fact that "breezes" run from 2 to 6, and "gales" from 7 to 10;
and that the series "moderate," "fresh," "strong," is first applied to breezes
and immediately afterwards to gales; also that 5 and 6 can be fixed in the
mind by the alliterations "five — fresh," and "six — strong."
860
THE WEATHER.
WEATHER SYMBOLS.
h. — Clear blue sky.
c. — Cloudy weather.
d. — Drizzling, or light rain.
/. — Fog, or loggv weather.
g, — Gloomy, or dark, stormy-looking
weather.
h. — Hail.
/. — Lightning.
m. — Misty weather.
o. — Overcast.
p. — Passing showers of rain.
q. — Squally weather,
r. — Rainy weather, or continuous rain.
ft. — Snow, snowy weather.
/. — Thunder.
u. — Ugly appearance.s, or threatening
weather.
r. — Visibility of distant ol)jeets.
w. — Wet, or heavy dew.
z. — Hazy.
To indicate greater inten.sity, under-
line the letter thus: r, heavy rain; /•,
very heavy rain, etc. ~ "~
SEA SYMBOLS.
B. — Broken or irregular sea.
C. — Chopping, short, or cross sea.
G. — Ground swell.
H. — Heavy sea.
L. — Ix>ng rolling sea.
J/. — Moderate sea or swell.
R. — liough sea.
S. — Smooth sea.
T.— Tide-rips.
Observations on the character of
deep-sea waves are valuable, if care-
fully made. The most important poin ts
to observe are : 1. The apparent peri-
odic time, or interval, in seconds, be-
tween the crests of successive waves as
they pass. 2. The true direction fro»u
which thev come, and the ship's trut*
course and speed at the time. 8. The
estimated heights of several waves, from
hollow to crest. 4. The depth of the
sea where the observations were made,
or at lea.st the exact position of the ship,
so that the de])th may be obtained.
ABBREVIATED CLOUD DEFINITIONS
5.
6.
1. OiRRVS (Cr.). — Isolated, feathery clouds, of fine fibrous texture; **Mare»"
tails."
2. Cirro-Stratus (Ci.-S.). — Fine whitish veil, giving a whitish appearance to
the sky; often produces halos; "Cirrus Haze."
3. CiRRO-CuMULUs (Ci.-Cr.). — Small, fleecy white balls and wisps, without
shades, arranged in groups, and often in lines; *' Mackerel Sky."
4. Alto-Cumulus (A.-Ci.). — Larger white or grayish balls, with shaded por-
tions, in flocks or rows, often so close that edges meet.
Alto-Stratlts (A. -S.).— Thick veil of gray or bluish color, brilliant near
sun or moon. May produce corome.
Strato-Cumulus (S.-Cu.). — A succession o£ pdIIs of dark clouds which fre-
quently cover the whole sky. The characteristic cloud of storm areas«,
especially of the fore part of those areas.
7. Nimbus (N.). — Rain cloud. A thick layer of dark clouds, without shape.
from which continuous rain is falling. Cirro-Stratus or Alto-Stratus is
seen through the breaks. Low-flying fragments are known as "scud."
8. Cumulus (Cu.). — Thick clouds whose summits are domes with protuber-
ances, but whose bases are flat. " Woolpack " clouds.
I>. Cumulo-Nimbus (Cu.-N.). — Thunder -shower clouds. Mountainous cloud::
surrounded at top by veil or false cirrus, and below by nimbus-like
masses of cloud.
10. Stratus (S.). — Horizontal sheet of lifted fog.
The scale for recording amount of cloud varies from 0, clear blue sky, to 10,
oTercast.
Law of Storms. Fig. A
Cy^one. Anticyclone.
Northern Hemisphere.
Cy^one. Anticyclone.
Southern Hemisphere.
THE LAW OF STORMS. 361
THE LAW OF STORMS.
The changing phases of the weather, and storms in par-
ticular, are now known to be subject to natural laws, and
therefore capable of scientific study. They are due to an
endless procession of atmospheric areas, for the most part
circular or oval, in which the barometric pressure is rela-
tively high or low as compared with the more quiescent
surrounding regions, and called respectively ''Highs" and
''Lows."
Hig'liH a^ncl Loww. A High is an area of high
barometer, on all sides of which the winds blow spirally
outwards ; and a Low is an area of low barometer, in which
they blow spirally inwards. See Fig. (A). North of the
equator the spiral motion is righthanded in a High and left-
handed in a Low, while south of the equator the directions
are reversed. This rule is absolute.
Highs are also called anti-cyclones, and Lows, cyclones
(broad sense). The anti-cyclonic weather characteristics of
a High are dry, clear, and cool atmosphere, deep blue sky.
high clouds; while the Low, or cyclonic, circulation is ac-
companied with the reverse conditions of warmth, moisture,
rain or snow, overcast sky, thick atmosphere, and lov.-
clouds.
The Low, when its winds are intense, has different
names in different parts of the world, such as typhoon in tht^
Pacific, and cyclone or hurricane in the Atlantic ocean. It
is the "revolving storm " of the older writers, and its lead-
ing characteristics are similar in all oceans, allowance be-
ing made for the contrary rotation in south latitudes. Anti-
cyclones, or Highs, on the other hand, are not often violent
except in proximity to a comparatively deep Low, or where
the High is very pronounced, as in certain anti-cyclonic
winter gales in the northern temperate zone. These latter
show themselves as the so-called "'straight-line gales."
when the High covers a large area and the whole system
has a slow motion of translation.
Hxxri'icanes, C^^'elone^ oi* ''l\yi>li<><>ns<
are progressive, revolving gales, which may be described
as great whirlwinds turning around and moving forward at
the same time. Their diameters vary from 50 to 1,000 miles,
within which limits currents of air move with a velocitv of
from 80 to 130 miles an hour around a central calm space of
low atmospheric pressure; at the same* time the whole storm
area moves forward on a track, either straight or curved, at
the rate of from 1 to 40 miles an hour. This velocity of
translation, however, not only varies in different localities,
but in storms passing over the same locality and even in one
and the same storm during different stages of its existence.
3^!^ THB LAW OF STORMS.
R/evolving" >£otioiiL of tlie Stoi?in« In
each hemisphere the gyration of these storms takes place
invariably in one direction, and that direction contrary to
the apparent course of the sun. Hence in north latitudes
the storms revolve from right to lefty in south latitudes
from left to right,
I^oi*>vai»cl iVIotion. of the Storm. Within
the tropics these storms ccmmence to the eastward, travel
for some distance towards the westward, inclining a point
or two toward the pole of that hemisphere which they are
crossing, curving away from the equator. When they
reach the 2oth degree of latitude, they generally curve still
more until thev move to the northeast in the northern hemi-
sphere, and to the southeast in the southern hemisphere.
C^cloneM. The circulation of the atmosphere in a
cyclone may be compared to that of water in a circular
bowl from which the central plug has been drawn, except
that in a cyclone the outflow at the centre is upward instead
of downward.
The outflow from a High and the inflow in a Low are in
obedience to the law which causes all fluids to seek their
level, the winds always blowing from a place of higher
pressure toward one of lower pressure, roughly speaking.
On the outer rim of a hurricane the winds may be irregular
in direction ; often they have a decided slant inwards toward
the storm centre. On nearing the centre this incurvature
is usually two points from a tangent, and disappears alto-
gether at the edge of the vortex. For this reason the eight-
point rule," hereafter described, is not accurate, being two
points in error over most of the storm area.
At the vortex, in the centre of the storm, where the
barometer is lowest, there is a small area where a treacher-
ous calm prevails, frequently interrupted by sudden bursts
of wind from any direction, with irregular spouting seas of
the most dangerous character. It has been called the "eye
of the storm," because it usually presents a clear sky, being
in fact a large aperture in the centre of the cloud disc around
which the indrawn air whirls upward, condensing the mois-
ture with which it is laden into heavy clouds ana rain.
This ascending column preserves its spiral motion, but
enlarges as it rises. The surface wind, which blows spirally
inward until near the centre, where it becomes circular,
carries few or no clouds with it; the next upper current
carries the scud and low nimbus in almost an exact circle
around the centre ; the next higher current bears the hig^
cumulus clouds on an outward spiral, and so on- until the
highest cirrus is reached, which radiates directly outward
from the centre. This uppermost cloud disc is projected to
great distances in front of the storm area, and thereby
turnishes one of the earliest indications of an approaching
IS. Fig. B
THE LAW OP STORMS. 363i
hurricane, as light, feathery plumes of cirrus clouds, or as
a thin veil. These differeni currents prevail according to
a fixed and invariable system, and constitute one of the
most valuable symptoms in determining that the approach-
ing Low has the intensity of a hurricane. The angle of
divergence between the successive currents is almost exactly
two points of the compass; this on the edge of a huricane
in our hemisphere, with the surface wind from north, the
lower clouds will come from N.N.E., until the wind shifts
in a squall, when for a time the two will have the same
direction. In the rear of a hurricane the surface wind often
blows more directly inward towards the centre than in other
portions of the storm area.
"Violence of Cii-culax* Stoi^ms. The most
violent hurricanes are those of the West Indies and Mau-
ritius, and scarcely inferior are the autumn cyclones in the
Bay of Bengal ; while next to them comes the typhoons of
the China Seas. The spring cyclones on the coasts of India
are secondary in violence. "Those of the South Pacific
(December to March) are at times exceedingly violent, but
generally short-lived. Their violence is sometimes felt
only over a small portion of the storm disc. On the west
coast of Mexico and in the Arabian Sea violent cyclones
rarely occur. In the North Atlantic, cyclonic circulations
show every degree of strength from the most terrific West
India hurricane, in which the winds rise to more than one
hundred miles an hour, to the slight barometric depressions
of higher latitudes, with moderate or fresh breezes at their
centre.
When a tropical hurricane moves into the temperate
zone, it expands in area and usually diminishes in violence.
But severe cyclones are frequent among those storms which
move into the Atlantic from the mainland between Florida
and Newfoundland. The diameter of the cloud ring in the
tropics will average 500 miles, and the area of stormy winds
300 miles or less.
A^^est India, Hurricane SeaKon. Since
1H84 there has been a yearly average of seven tropical
cyclones in the North Atlantic. Most of them in August,
September and October; but June, July and November can
not be disregarded as the following table shows, which
gives the total nmnber occurring in the thirteen years from
1885 to 1897, inclusive :
June 6
July 4
August 16
September 26
October 26
November 10
364 THE LAW OP STORMS.
These figures show that in recent years, at least, October
is one of the most fruitful hurricane months, and that
November has more than double as many as July.
I*atli« ol*Stoi»iiXH« The tendency of storm tracks
is to follow the general circulatory system. Their depart-
ures from the normal are mostly due to anti-cyclones, whose
laws of progression are little understood ; while sometimes
one Low will influence another, and occasionally two will
coalesce to form a single depression. An anti-cyclone
always operates as a barrier to a Low and may cause it to
halt or even recede, and again to recurve and recross its own
track. Such irregularities are numerous enough to justify
careful watching lest they become a serious embarrassment
to the mariner. Cases of this kind are most frequent when
the storm is not intense, and the neighboring anti-cyclone
or High is very marked. Examples of irregular curvature
in storm tracks can be found on almost any of the Atlantic
Pilot Charts, on which the tracks are carefully plotted from
day to day.
Speaking generally, the cyclones of the North Atlantic
originate in three diflPerent regions. Nearly five-sixths are
of continental origin, reaching the ocean from the interior
of the continent north of Hatteras generally; less than onr-
sixth move north-eastward out of the Gulf region, an<l
enter the ocean not far to the north or south of Hatteras :
while the remaining few arise somewhere in the tropics.
The latter occur north of the loth parallel of latitude, somr
originating in the Caribbean Sea and West Indies. otht»r>
coming from farther eastward, and moving westward in
the trade wind belt until thev reach the islands, where thev
begin a gradual curvature more and more towards the
north until they reach the Gulf Stream, whose ])ath they
roughly follow. Others again, though coming from the
waters east of the Caribbean Sea, continue their north-
westward motion far into the Gulf of Mexico before curving
to north, and later to north-eastward. In this they are
imitated by some of the Caribbean hurricanes, while others
of the latter group take a northerly, or north-easterly track,
almost from the beginning. The tracks shown in Figure B
are typical, and are designed to show every prominent kind
of track generally found in this part of the world. Most of
them describe a kind of parabolic arc, with the vertex some-
where between latitude 20° N., and JV^"" N., depending, as
some authorities think, cm the season, highest in August
and lowest in June and November. According to this
theory, which may not yet be fully established, the latitude
of the vertex in July and September lies between 27"" and
But while the latitude of the vertices is thus fairly well
fixed, their hmgitude varies ^n^atly, being anywhere from
Law of Storms. Fig. C
In High Lcrtitudes^
ft/KiVo*"* TnnJi,
tonibmiBpifAur.
SnioMHapKlHir.
In Law LdhtixlcKi
THE LAW OF STORMS. 365
52"" to 100° W. It may be said, however, that the majority
of West India hurricanes reach the vertex of their path in
or near the Gulf Stream, off the Florida coast, and then
move north-eastward.
In the northern branch of their path the tropical hurri-
canes of the Atlantic show more uniformity, as they almost
invariably run with or parallel to the Gulf Stream, as is also
the case with the more numerous storms which reach the
ocean from the continent.
While many factors, some of them little understood,
determine the velocity with which West India hurricanes
advance, the average velocity along the track is well known.
In low latitudes it is about 17 miles an hour; in middle lati-
tudes, 5 to 10 miles; in the higher latitudes, 20 to 30 miles,
The term ''middle latitudes" here me^ns that small arc of
the storm track which lies just north and south of the vertex
of its parabolic path. See Figure C.
Typhoons. Typhoons occur from May to Novem-
ber, but are frequent only from July to October, between
the coast of Asia and longitude 145° E., and from latitude
10° to 40° N., with a progressive velocity of 7 to 24 miles an
hour, slowest in low latitudes.
Orig-in andratliH ol'Typliooiis. Roughly
speaking, all the typhoons that reach the Asiatic coast and
neighboring islands originate east of the Philippines in the
square included within the parallels 10° and 25° north lati-
tude, and the meridians of 125° and 145° east longitude. If
any originate further east, they do not reach the coasts of
China or Japan.
Taking different paths, according to the portion of the
square indicated in which they originate, these typhoons
are divided by eminent authority into three classes — Japan-
ese, Chinese and Cochin-Chinese. The first class includes
all cyclones originating in the northeast portion of the square
and a part of those generated nearer the Philippine Islands.
These storms generally move in a W.N.W. direction, but
recurve near the Philippines or Formosa and enter the
northeast branch of their (roughly) parabolic track, usually
reaching the south coast of Japan. Typhoons are especially
liable to follow this path in May, June and October.
The Chinese class of typhoons are those of the middle
season — July, August and September. Those reaching the
coast of China in the Formosa Channel between Hongkong
and Fuchau apparently originate east or northeast of Luzon,
but not further east than 128° to 130° east longitude, take a
northwest direction, cross either Formosa or the north of
Luzon, or one of the. two intermediate channels, enter the
Formosa Channel and reach the Chinese coast, but seldom
recurve and enter the China Sea. Some of these cyclones
reach the coast southwest of Hongkong, and belong to
^88 THE LAW OP STORMS.
the Cochin-Chinese class. Another set of typhoons which
appear on the coast of China are those that reach the
coast near the mouth of the Yanj^ze Kiang. These origin-
ate further to the northeast of Luzon when the season is
well advanced, or between the middle of July and tiie mid-
dle of September, and really belong to the Japanese class of
typhoons, but fail from some cause to recurve east of For-
mosa.
The third class (Cochin-Chinese) of typhoons include all
originating near the Philippine Islands which move to the
westward or northwestward, according to the place of
origin, toward the Tong King Gulf, and do not recurve to-
wards Japan when entering the China Sea. These may be
expected early in the season, in May, *or even June. At the
end of the typhoon season also, October and November, the
cyclones that occur are divided between the first and third
classes.
Iiidiea.tioiiH* Authorities seem to be divided as to
whether typhoons are or are not always preceded by an anti-
cyclone, or area of high atmospheric pressure. In the east-
ern seas, especially in low latitudes, the earliest signs of
the approach of a typhoon are cirrus cloudSy which resem-
ble fine hairs or small, white tufts of wool, traveling from
the eastward and backing toward the north. Clear and
dry, but hot, weather prevails with calms and very light
variable winds. The cirrus clouds may make their appear-
ance when the centre is within 1,500 miles, and when it is
600 miles distant they may present the appearance of radiat-
ing from the same point, or arc, in the horizon, which point
represents precisely the centre of the typhoon. An increas-
ing sea swell comes also from the direction of this point, if
no land intervenes, but with intercepting land the swell is
not so noticeable, or it may be deflected into a cross sea.
Hence the cirrus clouds are the surest indication at this time
of the bearing of the centre. A freshening S.W. monsoon,
a falling barometer and heavy cross swells in the China Sea,
are said to be certain indications of the approach of a
typhoon. Halos around the sun or moon, brilliant colored
sunrises and sunsets, with grand twilight rays spanning
the sky, are good indications also of approaching typhoons.
TJYimi»ta.ka.l>le Sig-iiH. Barometer falling slow-
ly, then rapidly; increasing swell from direction of centre:
atmosphere of oppressive dampness ; sky black and omin-
ous, and wind squally. On . the nearer approach of the
centre the squalls increase in intensity, the wind shifts
rapidly in direction, and the rain begins to fall. The ship
is now probably on the outer limit of the typhoon proper.
THE LAW OF STORMS. dQt
TROPICAL CYCLONES IN THE SOUTH PACIFIC.
It should be remembered that in the southern hemi-
sphere the wind blows spirally round the centre of low
barometer in the same direction as the hands of a watch.
Here it is the warm, moist northerly wind that betokens,
in the higher latitudes, the approaching cyclonic storm;
and the cool, clearing southerly wind that denotes its depart-
ure. The storm centre, or area of lowest barometer, lies to
the left of the point from which the wind blows by an angle
to which it is diflScult to ascribe a more definite value than
to say that it is greater than eight points, the diflSculty be-
ing due to the large and irregular shifts of the wind, es-
pecially near the storm track in advance of the centre.
From March to September, the southern winter, the S.E.
trades prevail without interruption over the South Pacific
Ocean from Australia to the west coast of South America.
From September to March, the southern sunmier, the condi-
tions are essentially different ; the northwest monsoon, due
to the low barometric pressure over Australia, blows to the
east of northern Australia and New Guinea as far as the
New Hebrides; further east, between the tropic of Capri-
corn and 10° South latitude, and thus within the belt con-
taining all the more important islands south of the equator,
the S.E. trades are liable to be interrupted by hurricanes,
not a year passing without the occurrence of one or more
cyclonic storms of great violence.
Cyclonic storms in the South Pacific are of the same
general character as those in other regions, exhibiting the
same circulatory system of indrawing winds, the same pro-
gressive motion of the storm centre, or region of lowest
barometer, and, in tropical latitudes, the same central
regions of calm; At times their force is irresistible. They
are always accompanied by rain, and at times by tidal
waves which overwhelm the adjacent coasts.
StoT*iii Ti'aclcH. The accompanying chart shows
the tracks of the fifty -five South Pacific hurricanes, of whicli
sufficient observations have been obtained to plot the path
with some degree of accuracy.*
Observations indicate that the hurricane season in the
South Pacific is from December to March, with a tendency
to prolong itself into April, March being the month of
^eatest frequency. No record exists of hurricanes within
nine degrees of the equator.
INDICATIONS OF A STORM AT SEA.
A knowle^^ of the weather is of great importance to
the mariner. This is especially true in a sailing vtassel;^
'308 THE LAW OF STORMS.
where good judgment in forecasting changes, or in taking
advantage of conditions already existing, will accomplish
a safe and quick passage under conditions that might other-
wise put the ship in danger, or subject her to a long and
tedious voyage.
While charts and books of sailing directions are invalua-
ble aids, every successful navigator must watch the various
elements of the weather in order to meet constantly chang-
ing circumstances and make the best of them. Most promi-
nent among the many indices of coming changes are the
behavior of the barometer and thermometer, shifts of wind,
and the kind of clouds and their motion ; while of particular
significance, at times, are the state and direction of the sea,
the transparency of the atmosphere, as well as the appear-
ance of the sky at dawn and sunset. All of these, together
with the presence or absence of lightning, thunder squallsy
halos, ram, snow, fog, mist, haze, dew, dryness or moist-
ure of the air, etc., must be taken into consideration if a
correct understanding of the weather is desired. Skill in
this field can come only with application and watchfulness,
but merits all the attention that can be given it.
Many weather symptoms will occur to a careful observer
which are more or less bound up with his personal equa-
tion, as expressed in the term, **The feel of the weather. **
Indeed, for the purposes of this chapter, we need consider
only the principal signs that precede the approach of a
storm.
Eai'liesst IndiesttionM. The first sign is often
given by a slight rise of the barometer, sometimes as much
as one-tenth of an inch in an hour, accompanied with an
exceptionally clear atmosphere and cool pleasant weather:
Again there may be a long, low ocean swell from the direc-
tion of the distant storm which can not be accounted for in
any other way. Such a swell has been noticed 1,300 miles
in advance of a West India hurricane. Another early
symptom is furnished by a cirrus veil or by light, feathery,
(urrus clouds radiating from a point on the horizon, where
a whitish arc gives the bearing of the storm centre. These
first and highest clouds appear several hundred miles in
advance of the centre; when faint and opalescent in tint,
fading gradually behind a slowly thickening haze or cloud
veil, the storm is a old one, of large area; if snowy white,
projected against a clear blue sky, the cyclone is young but
intense, and of small area. A restless oscillation of the
barometer is another early indication of a cyclone.
lJiimiHt£ika.l:>le Sig-ns. A clearly perceptible
fall of the barometer sets in as the outer rim of the storm
area advances, so as to include the observer within its in-
fluence; halos appear about the sun or moon; the oce^
^well increases; the weather grows warmer, and the air
THE LAW OF STOKMS. 36^
moist; the winds are still light, and variable in direction;
the sky at dawn and sunset shows extraordinary coloring,
such as deep red, violet, or coppery tints ; the clouds grow
darker and more solid looking, often showing as a moun-
tainous bank on the distant horizon; while passing rain
.squalls set in, which may occur with irregular and sudden
shifts of wind.
The height of the barometer does not furnish a reliable
index of the violence of the coming storm, which is due to
relative, and not absolute, atmospheric pressure changes.
It should be remembered that within the tropics there is
ample time to note all these symptoms as they gradually
intensify with the slow approach of the hurricane, and that
in higher latitudes the time is much shorter before the
storm reaches its height. The signs above given are not so
accentuated as regards sky and clouds in the temperate
zone as in the tropics.
The Barometei-. A very rapid fall of the
barometer is evidence of a violent storm of small diameter,
und a gradual fall would indicate the contrary, — a rule
which has been put in rhyme thus :
*'Long foretold, long last;
Quickly coming, soon past."
A rapid oscillation of the barometer indicates unsettled
weather, and frequently marks the approach of a storm. .
The barometer falls as long as the storm centre is ap-
proaching, and rises when the centre recedes: the rate at
which it falls indicating the distance of the storm centre.
At the first rise of the barometer heavy shifts of wind may
be expected in a typical cyclone, or as the rhyme runs:
•'First rise after low
Indicates a stronger blow. "
Having become convinced that the ship is on the outer
edge of a cyclone, it will next become necessary to determ-
ine more accurately the bearing of the storm centre and its
path. This will determine one's nosition in the storm disc;
AVOIDING THE STORM CENTRE.
It seems needless to state that no vessel, not even the
staunchest steamer, should willfully be driven into the
centre of a hurricane, where winds of 100 miles, and more,
an hour may be encountered, with seas of such terrific vio-
lence that any ordinary vessel can hardly hope to escape
unhurt. On the other hand, it is not always possible to
run out of a storm, owing to lack of sea room, or to the
fact that the storm centre has rapidly recurved in an ir-
regular manner, as before mentioned.
\ neA^ing* To. Believing that a storm is approach-
370 THE LAW OF STORMS.
ing, the first manoeuvre is to heave- to and watch your wind,
barometer, and clouds carefully. This is done preferably
on the starboad tack, in the northern hemisphere, unless
you have already observed that the wind is shifting to the
left, in which case heave-to on the port tack.
T>a.Tigrei*oiis a^nd Pfavlgfal^le Semicir-
cles. Owing to the circular nature of all cyclones and
their additional motion of translation, they may be con-
sidered as consisting of a right and left semicircle.
The track or path is the line along which the centre of
the storm travels.
The riqht semicircle is that half of the area of the storm
to the right of the track looking in the direction the storm
is moving.
The left semicircle is the half of the Ftorm on the left of
the track.
The dangerous semicircle, so called because in it there is
danger of the storm recurving towards the vessel, is the
right semicircle in the northern hemisphere; and the left
in the southern hemisphere. The other semijC5ircle is termed
the naingable semicircle,
A look at the figure E, ship at 6, will show that when a
storm overtakes a ship so as to have shifts of wind to the
right, she is to the right of the storm track, and if the shifts
of wind are to the left, ship at a, she is in the left semi-
circle. This rule holds for both hemispheres. There are
three reasons why the dangerous semicircle deserves to be
so called : It is the side toward which the track is liable to
recurve, and so bring the vessel nearer the storm centre
(Fig. B) ; on this side both winds and currents tend to carry
a ship towards the front of the centre; and thirdly, the
winds in this semicircle are stronger, while those of the
other are weaker, by an amount which depends on the
velocity of the centre along the storm track.
Should the squalls freshen without any material shift of
wind, and the barometer continue to fall, the ship is in
front of the storm centre, on or near its track, wim one ex-
ception to be mentioned below.
Bearing" of the Stoi^iii Centime and Its
Patli. Face the wind and note the direction from which
the lower clouds are coming; the storm centre lies eight
points or more to the right of the wind. Two or more such
bearings taken at intervals of two hours or so enable one to
plot the approximate track of the Storm. While this is
being done the ship should be kept as stationary as possible.
Rulesi ofMancenvrelng'. Having been hove-
to long enough to determine which semicircle of the storm
the ship is in, and what the probable path of the storm
centre is, the next step is to decide whether (1) to remain
hove to ; (2) to run with or towards the storm, parallel to
Law of 8tormi. Fig. E
P
THE LAW OF STORMS. 871
its supposed track; or (3) to run outward, to one side at
the other, away from the centre. The state of wind and
sea, the seaworthiness of the ship, and the proximity of
land are all factors which may modify the action to be
taken at any time during the continuance of the storm.
Only one rule is absolute, viz : // obliged to lie-to, do so on
the coming-up tack. The reason for this is two-fold : first,
it avoids being taken aback, an occurrence which might
prove fatal where shifts of wind are sudden and heavy in a
rough sea; and second, it keeps the ship's head to the old
sea which is naturally slower in drawing aft than the wind.
This rule, like the one for determining the semicircle, is
common to all cyclonic storms in either the northern or the
southern hemisphere.
To understand the reasons for the other rules, see figure
E, which represents a cyclone in the northern hemisphere.
The short arrows show the direction of the winds, incurv-
ing two points on all sides of the storm; the path of the
storm centre is toward N.N.E., in the direction of the long
arrow.
Then the ship at a has the wind at E.N.E. ; she is to the
left of the track, or in the left semicircle. The ship at 6 has
the wind at E.S.E., and is in the dangerous semicircle. As
the cyclone advances, these ships, if lying-to, take the suc-
cessive positions ai, a2, etc., and 6i, b2, etc., respective-
ly. The wind of ship a shifts to the left as shown by the
arrows; so in lying-to on the starboard tack, her wind will
draw ahead and she may be struck aback, for the shifts are
sometimes sudden and very heavy. Since the sea changes
less rapidly than the wind, the old sea will draw aft as the
ship falls oflF. Even if not struck aback it is always dan-
gerous to get stern-on to a heavy sea unless driving fast be-
fore it. Evidently ship a should be laid-to on the port tack.
It is also clear that she should be kept under scant canvas
on the port tack lest she make too much headway and run
into the centre. However, stress of weather usually regu-
lates that. With plenty of sea room the ship at a may be able
to run out of the severe 'part of the storm along the faint
dotted line drawn from that position. Still, at that assumed
position, or rather with the wind at E.N.E., as shown, the
ship a, if on our coast north of Hatteras, has grave doubts
as to the semicircle she is in ; she will probably lie-to on
the starboard tack for a' time to watch the barometer and
the shifting of the wind. If her barometer falls decidedly,
and the wind holds steady and increases, she will think
herself directly in the track of the storm — a very danger-
ous situation — ^and will bear up, doubtless, while she can,
and run off along the dotted line. If, however, the wind
** backs" (shifts to the left), while at o, she will decide that
372 THE LAW OF STORMS.
she is in the left semicircle and will run, or else lie-to on
the port tack under storm sail.
Assuming again that the storm track is along the large
arrow, the other ship 6, being laid-to in the right semi-
circle, will have shifts of wind to the right, and being laid-
to on the starboard tack, her wind in that semicircle will
gradually draw aft. As she comes up to the gradually
shifting wind she will come head-on to the old sea. Plainly,
then 6 is on the proper tack. But sailing ships are not
always laid-to in storms. For example: Both a and 6 may
be able to run to the southward after the centre has passed.
It is sometimes the case that ships take advantage of the
character of cyclonic winds to make a quick passage.
Reverting to the case of ship 6, she may, finding herself
nearly in front of the centre, and fearing that the storm
track may recurve towards her, decide to run for safety
across the front, into the other semicircles, along the dotted
line. This is sometimes done. Another advantage occa-
sionally taken of the known rotary movement of the wind
is, when in a gale at sea, to anchor the ship, or lay ber to,
under a weather shore, the commander feeling sure that
the wind in shifting will have the effect to afford him a
continuous lee under the land.
In Fi^ont of the Storm Centre. If the
ship is on or very near the track of the advancing storm
centre, the squalls will freshen without any decided shift
of wind. Here, as in all other cases, the lower clouds will
give the approximate bearing of the centre, by the eight-,
point rule; if the barometer falls decidedly (say half an
inch), and the wind remains steady in direction, the ship
should run with the wind aft on the starboard quarter and
keep the compass course thus taken. An exception to this
rule is made where a ship finds herself in a '* Belt of Intensi-
fied Trade Winds."
Belt orintensiiied Trade "W^inds. When,
a hurricane is moving along the equatorial limits of a trade-
wind region there is a belt of intensified trades to windward
of its track, and outside of the true storm area. In this case
the assumption might be made, judging by the character of
the weather, the steadiness of the wind, and its increase in
force, that the vessel is on the track in advance of the
storm. Not until the barometer has fallen six-tenths of an
inch below the normal should this be assumed. By attempt-
ing too early to cross the track, running free as. soon as the
wind begins to freshen, a vessel is liable to plunge directly
into the vortex.
On the other hand, it should be noted that in this por-
tion of its path the motion of the centre is slow, some-
times less than 10 mile» per hour, and it is possible for a
swift vessel, by skillful seamanship and careful observa-
THE LAW OP STORMS. 37Ji
tion, to outstrip the hurricane (indicated by a slow rise of
the barometer), and to cross its track in comparative safety ;
but it should always be remembered that within the region
of tropical hurricanes, and during the season of their oc-
currence, to continue to carry on with a fair wind, which
increases in strength while the barometer falls, can only be
attempted with great risk.
SUMMARY OF RULES.
NORTHERN HEMISPHERE.
To recapitulate the rules of action by which a ship should
be governed in a cyclone may be summarized under five
heads :
Rule 1. — If the squalls freshen without any shift of
wind, you are on or near the storm track : heave-to on the
starboard tack and watch for some indications of a shift,
observing the low clouds particularly; if the barometer
falls decidedly (say half an inch) without any shift, and if
wind and sea permit, run off with the wind on the star-
board quarter and keep your compass course.
Rule 2. — If the wind shifts to the right, you are to the
right of the storm track, in the dangerous semicircle : put
the ship on the starboard tack and make as much headway
as possible until obliged to lie-to (starboard tack).
Rule 3. — If the wind shifts to the left, you are to the left
of the storm track, in the navigable semicircle: bring the
wind on the starboard quarter and keep your compass
course ; if obliged to lie-to, do so on the port tack, and make
as little headway as possible.
Rule 4. — In scudding, keep the wind well on the star-
board quarter, in order to run out of the storm.
Rule 5. — If you decide to lie-to, always do so on tht»
coming-up tack.
N. B. — While cyclones in any one hemisphere are much
the same the world over, local peculiarities and occasional
irregularities are such as to justify tbe caution against
following any thumb rule made to fit every case.
southern hemlsphere.
The first manoeuvre of heaving-to, in order to watch the
wind, should be on the port tack. Facing the wind, the bear-
ing of the storm centre will be ten or more points to the
left, or about eight points to the left of the direction from
which the lower clouds are coming.
If no decided shifts of wind take place, you are on, or
near, the path of the centre; in which case, as the squalls
374
THB LAW OF STORMS.
freshen and the barometer continues to fall, you should put
the ship before the wind and keep the course so taken.
The rules for finding what semicircle you are in are the
same in both hemispheres. Shifts of wind to the left show
that you are in the left semicircle. Shifts of wind to the
right show that you are in the right semicircle. But in
the southern hemisphere the left is the more dangerous
semicircle.
Finding the ship to be in the left semicircle, carry sail
as long as possible on the port tack. If obliged to lie-to, do
so on the same tack, making as much headway as you can,
because you are heading away from the storm centre.
In the right semicircle, run with wind on the port
quarter; note the course and keep it. If obliged to lie-to,
ao so on the starboard tack, and make as little headway as
possible, because you are heading toward the storm centre.
In lying-to, always use the coming-up tack ; this rule is
absolute.
CHAPTER XXVII.
IN A GALE -SCUDDING -LYING TO -RUDDER GONE- OUT-
TING AWAY MASTS -USE OF OIL.
Let the wind be supposed to be increasing gradually,
the topsails to be single reefed, and the topgaUant sails
furled.
To Take In the Jily^ sltiA Set the Foi-e
Topmast Staysail. Man the iib dotunhaul I Top*
mast staysail halliards ! Clear away the downhaul ! Hoist
AWAY ! Clear away the halliards ! Haul down !
The jib sheet should be eased off as the sail comes
down, in setting the staysail, first haul aft the sheet, and
then ease it off as the sail goes up. To take in and stow a
jib when blowing hard, it is always better to run the ship
off if possible.
As the wind freshens, take a second reef in the topsails,
and a single reef in the courses.
The wind increasing, to take a third reef in the topsails
proceed as with the second reef, observing not to brace the
topsail or lower yards too sharp up. Qet preventer-braces
andparrels on. See Chapter XaI>
To Haul up and Filial the !M!aiiisail.
Man the main clew-garnets and buntlines! the weather
clew-garnet, both buntlines and leechlines are manned.
Before starting anything, haul taut the lee main lift, and
ease off a fathom or two of the main sheet. Ease away the
main tack and bowline ! Haul up to windwabd !
The lee buntline is hauled up as far as it will go.
When the weather clew is up, Ease away the main sheet!
Haul up to leeward ! Rim up all .the gear, send the men
aloft and furl the sail, keeping the ship as near the wind as
possible, and not sending the men on the yard until it is
secured and sail hauled close up. *
To Send I>o^v^n Pl^oyal "Yards. The oflBcer
of the deck commands, Oet the royal yards ready for coming
down I At this order, the royal yardmen lay aloft and un-
bend royal gear, stop the yard rope out to leeward, bend the
trippine-line to the snorter to windward, and send it down
to windward and abaft everything; the topmen on deck
* If tbe maiii yard is weak, get a jumper on the weather jrard-arm, before
starting the main tack.
875
376 IN A GAUB.
take off the royal halliards and lead along the yard rope.
Man the yard ropes and tripping-lines! Tend (he braces!
when manned, Stand fry— Sway ! The yard is swayed up
and down, and yard-arms unrigged as it comes down ; the
men in the top pulling up on the lee lift and letting go the
weather one when the order is given to sway.
The yards being on deck, are secured in the gangways
or on the booms.
Sendingr Down Topg-allant ^STards- Cht
the topgallant yards ready for coming down !
The topgallant yardmen lay aloft, unreeve topgallant
studding-sail halliards, unbend topgallant gear, &c., &;c., as
with the royal yards. Send down the yards to windward
and abaft.
Leave the short yard ropes aloft, and send down the
yards with the long ones.
Next close reef the topsails, as described in the previous
chapter. When reefed, sway the yards clear of the cap and
trim them.
Note. In hauling out the reef-tackles, preparatory to
close-reefing, haul up on the clewlines when easing off
the sheets, particularly in cold weather, when they may not
render readily ; otherwise, the leech may be torn out of the
sail.
When it becomes necessary to take the second reef in
the foresail, haul it iip as described in taking in the main-
sail, and reef as before. The sail being reefed, set it as
already explained.
To set tore-storm stavsail, and haul down fore topmast
staysail, proceed as in taking in jib and setting fore topmast
staysail.
The mizzen topsail will be taken in probably when the
close reef is taken in the fore and main.
The main trysail may be set next, reefed if necessary.
If additional after-sail is required, the spanker may be
reefed and set before taking in the mizzen topsail.
To take in the close-reefed fore topsail, proceed as de-
scribed in Chapter XXI.
Finally, haul up and furl the fore sail.
The ship is now " lying to" under close-reefed main top-
sail, fore storm staysail, and probably single reefed trysail.
For gear manned and precautions observed in taking in
sail, blowy weather, see Cnapter XXI.
PREPARATIONS FOR A GALE.
Get up and hook pendant-tackles, and preventer braces
(if not already on) ; yards pointed to the wind, and secured
and hoisted clear of the caps ; anchors, boats, and guns, well
secured ; life-lines fore-and-aft all the decks ; spare spars
IN A GALE. 377
and yards on deck well lashed, as also everythine movable
on deck and below. Have hatches ready for oattening
down ; spare axes at hand ; pumps clear ; storm staysails
and ^ear overhauled and ready ; relieving tackles ready for
hooking ; spare tiller at hand ; also compasses.
If expecting a hurricane, get the flying-jib boom in :
send down top-gallant masts ; studding sails out of tops ; all
shot below out of racks ; pass a hawser round the laniards
of lower rigging • cook provisions in advance ; furl all
square sails : set tne fore storm-staysail and have the others
ready ; marl the sails down to the yards with the studding-
sail gear, in addition to the gaskets.
Note. — It is reconmienaed to send down top-gallant
masts in a heavy gale, when the vessel has mucn top-
hamper, as it eases her considerably. When sending them
down at sea, under whole topsails , it is better to lower the
topsail yards at once, and send the masts down forward,
than to attempt sending them down abaft. In the case of
sending them down with the close-reefed main topsail set,
fore and mizzen furled, send the main down abaft the top-
sail yard.
TO SCOD.
In a preceding paragraph, an arrangement of sail has
been given for lying to in a gale, but snould the wind be
favorable, and the sea not running too high, as it will not
unless the gale has been of long continuance, a vessel may
scud before it, under such sail as the force of the wind will
allow. In sailing with the wind aft, it is greatly disarmed
of its force, and a vessel may carry safely some sail, when,
if on the wind, she would be reduced to bare poles.
The best sails for scudding (or running) under, are, a
close-reefed main topsail, and single or double-reefed fore-
sail ; and a gale is rarely of such violence that this sail can-
not be carried safely. The former, by its height, will not
be becalmed by the waves, while the latter may be neces-
sary, in case of being brought by the lee, to pay her off to
her course. The fore topmast staysail should always be set
in scudding, or the fore storm staysail sheets hauled flat aft.
Vessels sometimes steer wildly in scudding, in conse-
?[uence of being out of trim, of their bad qualities, or the
orce of -the sea on either quarter, in which cases, or by the
negligence of the helmsman, she may, in yawing, bring her
sails aback. She is then ''brought by the lee" or ''has
broached toJ* The proper manner of recovering her is as
follows :
Brong-lit \>y the Lee. Suppose, in scudding,
with the wind a little on the port quarter, under the sail
as above, you are brought by the lee, and have everything
aback.
378 IN A QALB.
The wind is now on th3 starboard beam, Put the helm
hard to starboard! until headway ceases, when shift it.
Man the port braces fore and aft. Rise fore tack and
sheet! Clear away the head bo' lines! Brace full the
HEAD YARDS I and shiver the after ones. Attend the lifts,
as in former evolutions. She will pay off imder this arrange-
ment, the helm itself partly effecting it before she loses
headway.
When before the wind, right the helm and trim the yards
for the course. Haul taut the lifts, &c.
Bi^oa.cliing' to. In case of having broached tOy and
brought the wind on, or forward of, the port beam, meet
her with the helm and lee braces, by putting the helm hard
a-port, and hauling in the starboard head braces.
REMARKS ON SCUDDING.
In scudding, the tiller ropes are constantly doing double
duty ; and though the relieving tackles are hooked, you
cannot steer the ship with that nicety that you can with the
wheel. Should the tiller ropes unfortunately be carried
away, the risk of broaching tne ship to is then considerably
augmented.
Sometimes, unavoidably, in scudding, you are obliged to
carry your fore topsail and foresail ; when that happens, it
may arise from some accident received to the spars or rin-
ging on the main mast, in which case it is generally
considered advisable by good seamen to make the fore top-
sail and foresail rather rising sails, by easing off the sheets
until they have that tendency. Oi course, when all things
are right on the mainmast, the main topsail and foresail are
the best sails for scudding under, while the ship will carry
them. It is generally considered best that the foresail
should rather raise the bow than have the contrary effect,
more particularly in sharp vessels.
There is a pomt beyond which no vessel can scud with-
out the greatest possible danger. Of course much will de-
Eend on the size and height of the vessel out of the water,
ut there is scarcely ever heard a dissenting voice as to
flush vessels being by far the most dangerous while scud-
ding in heavy weather. You should bring your ship to the
wind while it can be effected without the greatest risk to
ship and lives. If night is coming on, and the weather has
every appearance of an increasing gale, with a falling ba-
rometer, and circumstances will admit, it would be advisable
to lay the ship by the wind ; and as every gale may be sup-
posed to partake of the nature of a cyclone, taking care to
select, if optional, that tack which is indicated by the con-
clusions of the previous chapter.
IN A GALE. 379
TO BRING BY THE WIND AFTER SCUDDING.
We will, for example, bring to on the port tack.
Have the storm staysails ready, sheets hooked and moused,
secure everything about the decks and below. Send every- ^
body on deck, ftit on and batten down the hatches. Man *
the fore clew-gamets and buntlines, starboard fore and
main and port cross-jack braces. Watch for a smooth time.
Haul up the foresail, put the helm to starboard, brace up the
after yards, and haul out the storm mizzen and hoist the
mizzen staysail or set the main trysail. As she comes to
set the fore trysail and meet her by the helm, the head
braces, and by hoisting the fore storm staysail. Then haul
taut the lifts. It mayT)e necessary to furl the main topsail,
and she may lie to better without the fore storm staysail.
After she has recovered from the first shock of the sea, and
has lost her headway, she will, with the helm a-lee, and
under a proper arrangement of the sails, lie to, cominc: up
and falling off two or three points, and drifting bodily to
leeward.
When a vessel labors much in a seaway, either Iving to
or standinfi^ on her course, the sails should never be noisted
up, or the oraces hauled, as taut as in a smooth sea ; for the
play of the masts will either carry away the braces and
sheets or spring the yards. And if the pitching is hard and
quick, you should see that the helm is eased, allowing it to
go to leeward, so that she may obey freely the sea, the shock
of which win be less violent against the rudder.
After the gale abates, sail should not be made upon
the vessel too rapidly, particularly if her course will bring
the sea ahead or forward of the beam. You should be con-
tent with giving her headway until the sea also abates ; for,
by forcing her through a head sea, you strain every mast
and yard, and injure the rigging.
Preventer braces, shrouds, and backstays, used in heavy
weather, as a relief to the standing ones, are of great im-
portance to the mizzen topmast. The standing part of the
main topsail brace leads irom the mizzen topmast nearly
at right angles^ while the angle formed by the backstay is
too small to afford a suflBcient support.
RODDER, WHEEL-ROPES, RELIEYING-TACKLES.
The rudder, wheel-ropes, and relieving-tackles, should
occupy the particular attention of the first lieutenant and
navigator. The former, with its tiller, are permanent fix-
tures, so arranged, and of such durable materials, that they
should withstand the severest shocks. Wheel-ropes are
liable to chafes, and should be occasionally examined by
380 IN A OALfl.
the navieator. Those of raw hide, now in common use,
are found to be fairly serviceable and durable. They should
be occasionally oiled and be protected from injury.
Believin^-tackles should be kept fitted, and constantly at
hand, and, m a gale of wind, with a heavy sea, when the
Earting of a wheel-rope mi^ht endanger the vessel, should
e kept hooked, ana hanos stationed by them under the
direction of an officer.
RUDDER GONE.
If the rudder head only has been carried away, the rud-
der remaining shipped, it can be used for steering by means
of the rudder chains. In view of this possibility, the rudder
chains should be stopped up so that their ends are accessible
in case of need.
The possibility of having to use rudder chains for steer-
ing purposes has sometimes been overlooked ; the chains
themselves are difficult to get at, the fastenings on the rud-
der have not been sufficiently far down, and only common
bolts have been inserted instead of a stout metal strap,
which should clasp the after part of the rudder.
The rudder chains should have pendants spliced into
them, leading up over the taflfrail where they can be got at.
In using them to steer the ship, the rudder head bein|;
wrenched oflf, lower the cross-jack yard on the rail, lash it
there, and lead pendants from the rudder chains through
blocks at the yard-arms, hooking tackles into the pendants.
Cases have occurred, in which rudders have been un-
shipped or otherwise injured, so as to be of no further use,
when it has been necessary to resort to some expedient to
manage the vessel.
Vessels can always be better managed when by the wind,
than in any other situation. They will sometimes steer
themselves for hours, having their yards so trimmed and
their sails so regulated as to keep by the wind. Care must
be taken that the vessel holds a good wind, and at the same
time does not qripe. By slacking, on the one hand, a few
feet of the heaa sheets, and on the other of the spanker and
main sheet, an equilibrium will be established between the
head and after sails.
The moment you lose your rudder, bring her up by the
after sails, bracing the yards, and meet her, as she comes
to, with the head sails. Then, by reducing the sails forward
or aft, and bracing the yards, vou may steer her, until you
can resort to better means, as follows :
TO STEER BY A CABLE.
Rouse up from below the heaviest hawser and a towline ;
middle ana clove-hitch the towline, and veer the end of the
IN A OALE. 381
hawser over the taffrail, through this hitch : after veering
out about fif t^ fathoms of hawser^ jamb the nitch and rack
it well, securmg it so that it cannot slip. Then veer out the
hawser until the hitch takes the water. Lash the hawser
on the centre of the taffrail, and a spare spar under it and
across the stem, with a block well secured at each end,
through which reeve the ends of the towline, one on each
quarter. Reeve them again through blocks at the ports,
abreast of the capstan, by which you may steer your ship
until you can construct a temporary rudder.
By rousing in the towline on either quarter, the force of
the sea on the hawser, drawn over on that quarter, moves
her stern the opposite way.
STEERING WITH TWO DRAGS.
If the hawser and towline do not answer the jpurpose,
the following temporary steering gear has been tried, with
success :
Make two cone-shaped canvas bags, with the seams well
roped. Fit each with a tripping-line from the pointed end,
and a ^ood towline secured to a crowsfoot on the large end.
The tripping-lines are secured inboard, so as to tow the
drags, pointed end first, when the wheel is amidships ; the
towlines lead through blocks on the ends of the cross-jack
yard f which is lowered across the rail), and thence through
suitable leads to the wheel. When the wheel is turned, say
to starboard, it brings a strain on the starboard towline,
canting the starboard drag so that it tows mouth foremost,
and bringing a strain on the starboard quarter, which turns
the ship's head to starboard. When the wheel is righted,
the starboard towline being slacked off, the tripping-line
takes the strain of the drag and cants it, pointed end fore-
most a^ain, throwing it out of action.
Similarly turning the wheel to port, brings the port
quarter drag mouth foremost, and throws the ship's head to
port.
The drags should tow with a long drift.
TEMPORARY RUDDERS.
Men-of-war are generally supplied with spare pieces to
construct a temporary rudder.
In the absence of these, a piece of a spare topmast may
be used for the main piece, building out from its heel in
E roper form, and adding enough pig-iron ballast (also at the
eeU to sink it. An eye-bolt is screwed into the upper end
of tnis temporary rudder, and it is got into place in the
same manner as an ordinary one, except that the hawser
guys at the heel remain permanent.
3S2 IN A GALE.
To supply the place of pintles and gudgeons, the head of
the temporary rudder passes through the round hole of the
spare lower cap, the wood around the square hole is cut
away so that it will fit the stem-post, where it is secured
after the rudder has been gotten over and placed.
The vessel is steered by guys attached to the rudder out-
side, leading through blocks on the cross-jack yard lowered
to the rail as before.
In arranging the gear of a temporary rudder in a screw
ship, it may be necessary to take the guys through the
screw aperture under the after bearing, as at G, Fig. 492,
and thence up on the opposite side. Or the guys may re-
quire leaders in line witn the keel, as in Fig. 493.
In case it should be impossible to ship the head of the
temporary rudder through the rudder hole, the plan shown
in Fig. 492 might be adopted.
Use a spare topmast lor the rudder stock, heel down, and
weighted if need oe. The rudder frame formed by a stout
spar (capstan bar) secured in the fid-hole, so as to project
aft, ana other suitable pieces of timber securely lasned
together. Take out the halliard sheave, and throueh the
sheave hole thrust two iron mast-fishes, or a suitable iron
bar, lashing to this a thwartship spar to serve as a yoke.
Fig. 491.
A pair of sheers are ringed over the taffrail to hoist out
the rudder and maintain it in position, guys led as shown in
the figure, or as in the dotted line g.
A back lashing B through the stem hawse-pipes counter-
acts the tendency to rise, and a tackle T from the upper
part of the rudder head to the mizzen-mast is used to Keep
the lower part of the rudder clear of the stem-post when the
vessel is making but little headway. A spare gaflf , with the
jaws pointed over the taflfrail and securely lashed, is used
to counteract the inboard thrust of the rudder.
With jury-rudders of this description, vessels have
been handled in all kinds of weather, though difficulty
is experienced in heaving to with them, unless canted
well clear of the stern by some such arrangement as the
tackle I.
Owing to its disadvantages when the ship has but little
headway, the effect of lee helm in lying to might be ob-
tained by keeping the screw (two-bladed) athwartships, but
this use of the screw would depend on its form, and also the
tack the ship was on.-
A very good form of temporary rudder, adapted for ves-
sels with small rudder ports, is shown in Fig. 493.
The rudder proper is a rectangle, which may be formed
of a gangway grating covered with canvas, or which can
be built up to suitable size with plank. It is fitted with two
yard-banas, Y Y, as travellers, to hold it to the temporary
mdder-postP.
r
IN A GALE. 383
The rudder has four spans, one at the top, one at the bot-
tom, and one on each of the after sides.
Having cut a suitable spar (topmast studding-sail boom)
to a proper length, fit a block and heel guys at the lower
end Tne heel guys lead through bull's eyes on each side of
a length of stream chain, the chain passing under the keel.
On the same chain may be leaders, K-, for the wheel-ropes.
In the figure the lizards for the heel ffuys are shown, fitted
separately and crossing under the keel.
To get the bight of a chain at the required i)lace, drop it
overboard from forward, under the bowsprit, with the bull's
eyes lashed on and marrying lines rove tnrough them, then
brinff the ends of the chain aft outside of all.
Tnrough the block at the heel of the rudder-post is rove
the dowimaul for the rudder, which secures to the lower
span and comes inboard through the rudder port. The head
of the rudder-post is securely lashed inboard. A line from
over the taffrail secures to the span on the top of the rudder,
and the wheel-ropes lead through the fair leaders K to the
sheaves in the cross-jack yard, that spar being lowered on
the rail.
In a light breeze the rudder must be hauled up nearly to
the level of the water to have its greatest effect ; the CTeater
the speed of the ship the more the rudder should oe im-
mersed.
With a jury-rudder of this kind, the Austrian barque
Norma was handled with ease during a thirtv-day passage
from Candia to Trieste, beating up to her anchorage in the
latter port.
USING A DRAG IN A GALE.
The method of steering by a hawser or cable may be re-
sorted to in other emergencies besides that of losing a
rudder. It is related by an officer of great experience, that
having being caught in a hurricane, in the Florida channel,
in one of our small vessels, it was found that she steered so
wildly as to be in constant danger of broaching to. It soon
became evident if something was not done the brig would
certainly be lost. The largest hawser on board was there-
fore got up and paid out over the stern for a considerable
distance in her wake. Its effect exceeded the most san&^uine
expectations. It acted as a drag, seeming to break the
force of the sea, and steadying the little vessel so as to ren-
der broaching to impossible. The severity of the gale
may be understood when it is known that a Spanish frigate
foundered at her anchors in the Havana, and three mer-
chantmea went down in sight of the brig.
384 IN A GALE.
LYING TO,
TTNDEB CLOSB-RBEFED MAIN TOPSAIL, REEFED MAIN TRYSAIL*
AND FORE STORM STAYSAIL, YOU ARE KNOCKED DOWN.
Hard up! Let go main trysail sheet and peak out-
haul ! Main topsail clewlines ! Let go the sheets ! Clew
UP ! If you have time to clear away the fore topmast stay-
sail, or foresail, hoist away the first and haul aboard the
fore tack, but if not, and the ship does not ro off, Man the
weather fore rigging ! Send as many men aloft as can stand
there, and she will probably fall off.
A SHIP ON HER BEAM ENDS.
If thrown on your beam ends at any time, under any cir-
cumstances, let fly everything. If she does not right, cut
away the masts (which in this case will be accomplished by
cuttmg the laniards of the weather rigging). Cut the lash-
ings of the spare spars and boats it possible, as well as
of everything else on deck which will float.
If on soundings, cutting away an anchor (chain bent)
will bring her head to wind, and perhaps right her.
TO RIDE OUT A GALE.
UNDER THE LEE OF A SPANNED SPAR.
Liardet says : ^^ It is astonishing that so few attempts
have yet been made by seamen generally to save their ves-
sels by riding out gales under the lee of spars. We con-
tinually hear of boats bein^ saved by these means ; and if a
ship get on her beam ends, stop-waters are advised to be
veered from her quarter to get her before the wind by the
best professional writers, and seamen generally. But let a
vessel have her sails blown away, be partially dismasted, or
even wholly so, rolling about in the trough of the sea ;• still
you seldom hear of the same resources being tried to ride
the ship by. The stream cable, or one of the strongest
hawsers, bent on to the wreck of the masts, Ac, previous
to cutting it away, would make a capital sea-anchor ; how-
ever, should you not be able to make a hawser fast to the
wreck, it takes very little to keep a ship head to wind ; a
few spars from the booms, a quarter, or stem boat, might be
so slung, as when sunk to ride the ship well ; even, a small
anchor and cable veered to about fiity or sixty fathoms,
would be found most useful ; whatever you put over the
IN A GALE. 385
bows will tend to make the sea strike the ship in a better
position for her safety. We are strongly of opinion that if
more attention were paid to having a stop-water of some
kind from the head of the ship to make her ride head to
wind, when from the loss of masts, rudder, sail, or derange-
ment of engine, you cannot keep the ship out of the trough
of the sea, it would tend to lessen the number of ship-
wrecks."
For description of a sea anchor, see Anchors.
CUTTING AWAY MASTS.
First pass a hawser outside the laniards of the rigging
on the siae you intend the masts to fall over. If the port
side, cut away the mast on the starboard side, as high up as
you can, for the stumps will be of service in securing your
jury-masts: and, when you have weakened it sufficiently,
cut away all but a pair of laniards on each side, guided by
circumstances ; then get out of the way, and cut away the
remaining starboard laniards, keeping fast the stays tiU the
mast has fallen, when you free them immediately. And
finally, cut the port laniards adrift, which you will be able to
get at by their oeing kept up by the hawser.
If all three masts are to go, commence with the mizzen
mast and work forward ; although, when at anchor, it is
generally not advisable to cut the mizzen mast away, as it
18 of great service in keeping the ship steady, head to wind.
This supposes that you intend to try to ride out a gale. If
you are cutting away expecting to go on shore, the foremast
may be spared if there is any chance of saving the crew by
running for any particular spot, otherwise cut it away, and
hold on to the last. Never slip your cables and run for the
shore in the hope of making a fee by laying the ship in a
slanting direction ; if the anchors drag she may as well go
ashore stem foremost as in any other way.
USE OF OIL.
The value of the use of oil to prevent heavy seas from
breaking on board has been clearly demonstrated, and
nearly all vessels are now provided with the necessary
outfit.
The following rules for its use under various conditions
are taken from an essay on the subject by Captain R. Kar-
lowa, of the Hamburg- American Steamship Company.
In the diagrams the arrows denote the direction of
the wind and sea; the flowing lines indicate the spread-
ing oil.
UBK OF OIL.
Scudding before a gale (Fig. 1), distribute oil from the
bow by means of oil bags or through waste-pipes; it will
thus spread aft and give protection both from quartering
and following seas. If only distributed astern (Fig. 2) there
will be no protection from the quartering sea.
Running before a gale, yawing badly and threatening to
broach-to (Figs. 3 and 4), oil should be distributed from the
bow and from both sides, abaft the beam. In Fig. 3, for
instance, where it is only distributed at the bow, the
weather quarter is left unprotected when the ship yaws.
In Fig. 4, nowever, with oil-bags abaft the beam as well as
forward, the quarter is protected.
FTg-S.
R»7.
Lying-to (Fig. 5), a vessel can be brought closer to the
wind by using one or two oil-bags forward, to windward.
With a high beam sea. use oil-bags along the weather sidi'
at intervals of 40 or 50 feet.
In a heavy cross-sea (Fig. 6), as in the centre of a hurri-
cane, or after the centre has passed, oil-bags should be
hung out at regular intervals along both sides.
steaming into a heavy liead-sea (Fig. 7), use oil through
forward closet-pipes. Oil-bags would be tossed back on
deck.
R9.6.. ng.9. Fig.ll.
Drifting in the trough of a heavy sea {Figs. 8 and 9). use
oil from waste-pipes forward and bags on weather side, as
in Fig. 9. These answer the purpose very much betU^r than
one bag at weather bow and one at lee quarter, although
this has been tried with some success (Fig. 8).
Lying-to, to tack or wear (Fig. lU), use oil from weatlier
bow.
Cracking-on, with high wind abeam and heavy sea (Fig,
11), use oil from waste-pipes, weather bow.
FLg. 12.
Towing another vessel in a heavy sea, oil is of the
greatest service, and may prevent the hawser from break-
ing. Distribute oil from the towing vessel, forward and on
both sides. If only used aft, the tow alone gets the benefit.
Fig. 13.
At anchor in an open roadstead, use oil in bags from
jib-boom, or haul them out ahead of the vessel by means of
an endless rope rove through a tail-block secured to the
anchor-chain.
388
USE OF OIL,
iSfPdsftion
'&^'^itimr.
A vessel hove-to for a
pilot (Fig. 14), should dis-
tribute oil from the weather
side and lee quarter. The
pilot-boat runs up to wind-
ward and lowers a boat,
which pulls down to lee-
ward and around the ves-
sel's stem. The pilot-boat
runs down to leeward, gets
out oil-bags to windward
and on her lee quarter, and
the boat pulls back around
her stern, protected by the
oil. The vessels drift to
leeward and leave an oil-slick to windward, between the
two.
There are many other cases where oil may be used to
advantage — such as lowering and hoisting boats, riding to
a sea-anchor, crossing rollers or surf on a bar, and from
life-boats and stranded vessels. Thick and heavy oils are
the best. Mineral oils are not so effective as animal or
vegetable oils. Raw petroleum has given favorable results,
but not so good when it is refined. Certain oils, like cocoa-
nut oil and some kinds of fish-oil, congeal in cold weather,
and are therefore useless, but may be mixed with mineral
oils to advantage. The simplest and best method of dis-
tributing oil is by means of canvas bags about one foot
long, filled with oakum and oil, pierced with holes by
means of a coarse sail-needle, and held by a laniard. The
waste-pipes forward are also very useful for this purpose.
The following example of actual experience is interesting :
Captain J. E. Hansen, of the American steamer *' Bertha,"
reports to the Branch Hydrographic Office at Port Town-
send, under date of December 20, 1 894, that while on a pas-
sage from Unga Island to that port oil was used running
before a heavy northwesterly gale in the following man-
ner : Four bags filled with oakum were prepared and per-
forated with a roping needle, seal oil being poured on the
oakum. A bag was towed on each side in the wave under
the bow and another amidships. The oil was spread by the
counter waves, forming an oily wake perhaps three times
the width of the ship, and the breaking of the seas around
her counter immediately ceased and she steered much
easier. Later, when obliged to lie-to, all four bags were
placed over the weather side and the ** Bertha" was brought
oy the wind without shipping a sea and lay comfortably.
The bags were employed for sixteen hours and used five
gallons of seal oil.
CHAPTER XXVIII.
PARTING RIGGING -SHIFTING SPARS, ETC.
«
When standing or running rigging carries away, prompt
action must be taken to prevent further mischief.
In choosing the remedy, select that which is most likely
to save endangered spars, even at the risk of lost or split
canvas.
Carrying away weather braces will generally occur at
the first burst of a squall, on a wind, nearly all the reefs out
and, consequently, no preventer braces aloft. The yard or
parrel will be the next thing to go, for the yard flies fore-
and-aft at once. Left in that position it will either carry
away in the slings or part the parrel and endanger the lee
rigging and fore-and-aft stay.
Lun then, first of all, to check the forward movement of
the yard ; next ease the lee topsail sheet ; haul up the course
to admit of bracing aback. Then, with the remaining
weather brace and lee top bowline, back the topsail and clew
down to take the strain off the lee rigging, or lower stay in
the case of a lower yard.
Having eased the lee topsail sheet, and hauled up the
course, the ship may bear up to repair damages if pre-
ferred. But do not bear up before tnis, for, as the wind
came abeam, it would act with still greater force on the
sails and consequently make it still more dangerous for the
spars.
In substituting new running rigging for old, when jthe
run of the lead is not lost, the ends are spliced or married
together, and as one is unrove the other enters its place,
otherwise men must be sent aloft to reeve it.
Hy the AV^ind.^ AVeather IVEain Brace
;s« Luff I Ease off main sheet and lee main top-
sail sheet! Weather main cletn-garnet I Let go the tack.
Haul up ! Weather topsail brace, topsail clewlines and
huntlines! Clear away the main top bowline! settle away
the topsail halliards^ brace aback I Haul out the reef
tackles, haul up the buntlines ! Haul forward the
lee main top bo'line! Easing away the lee main brace,
and hauling up the lee main clew-garnet. This, by throw-
ing the main topsail aback, would steady the main yard
390 • PARTING RIGGING, ETC.
sufficiently to allow hands to lay out with whips for the
preventer braces. If the brace has not unrove through the
block on the yard, a hand may secure the end to its cwn
part, so that it may be hauled taut on deck.
Should it be blowing too hard to risk backing the main
topsail, take in mainsail, clew down main topsail, and haul
up the weather clew. Haul the lee reef tackle well taut,
and lee main top bowline.
When a brace parts, the yard is first in danger and then
the mast ; therefore it is necessary to relieve the yard of the
sails immediately.
If this accident occurs forward, Mind your weather
helm ! and after reducing sail, leave the fore yard sharp up
to steady it.
By the "W^ind, ^Weather l^Ca^ixi Top-
sail Brace I^arts • Luff I Check the lee topsail sheet !
Weather main brace! Main clew-garnets and buntlines!
Up mainsail! Brace aback! Settle array the topsail hal-
liards! Clew down! Haul out the reef tackles, haul
UP the buntlines! Square the main yard, and haul taut
the lee main -top bowline. The ship is now ''hove to," with
the main topsail to the mast.
If not possible to eet the topsail aback, clew down and
haul up the weather clewline.
With the wind quartering, if the weather main-topsail
brace goes. Hard up ! brace m, up mainsail (lee clew), and
clew down as before, easing office main-topsail sheet as
necessary.
"W^eatlxei:* rFopsail Sheet and Clewline
caiT^ied. stweiy* When this happens on a wind, the
clew flies forward and may be steadied by the bowline.
Relieve the yard by checking a couple of fathoms of the
lee sheet. The lee clew, buntlines, and reef -tackles must
then be hauled up, the yard lowered and squared, the
bowline being eased away as the sail comes aback ; when
so it will lie quiet, and the bowline may be sent with a
hauling line from the foretop into the main, rove before
the sail through a leading block on the topmast, and the
leech thus hauled in along the yard, so that the sail may
be handed if needful, and new gear rove; an attempt to
'*hand the leech in " before lowering, clewing up and squar-
ing, would not only be useless but dangerous.
If the course is not set, check lee sheet as above, round
in weather lower and topsail braces, lower and throw the
sail aback, easing away the bowline.
Bol>stay s carried. a>vay • In 1881 the U. S. S.
Constitution carried away the iron straps of her bobstay
hearts in a gale off the Capes of the Chesapeake. The fore
topgallant mast was sent on deck, pendant tackles hooked
from the foremast to bolts in the deck well forward, and
PARTING RIGGING, ETC. 391
top burtons from the fore and main topmast heads set up
for fore 'and aft support. It was deemed uns'lf e to strike
the fore topmast on account of the heavy sea and motion
of the vessel; but the amount of sail forward was reduced
as much as possible (fore storm staysail and fore trysail).
A short length of stream chain was taken well out on
the bowsprit and several turns taken with it, with stout
cleats abaft to prevent slipping. The ends of this chain
(crossed) were shackled into a large link, hung under the
bowsprit, thus forming a strap. The link also received ends
of the stream chain passed out through the sheet hawse
Sipes. The inboard ends of the chains were hove taut with
eck tackles on the gundeck.
Double straps of wire rope were fitted for the bobstay
hearts, long enough to go around and lash on the upper side
of the bowsprit, and were cleated on the sides and top of the
same. Witn these the bobstays were then set up. Wire
rope was used for the straps, as it fitted in the scores of the
hearts without altering them.
When temporarv staying from sheet hawse holes would
fail to give emcient support, it has been proposed to use a
hawser from the bowsprit cap to a chain passed under the
keel, setting up the hawser inooard. Having taken all un-
necessarv strain from the bowsprit, get up as much of the
stream cnain as may be required to reach under the ship from
a port abaft the fore rigging to the corresponding one on the
opposite side. Pass one end of the chain out under the
bowsprit clear of all. To the middle of the chain secure one
end of a hawser rove through a viol block at the bowsprit
cap, the hauling end of the hawser being inboard. When
ready, ease the oight of chain down under the bows and set
up the ends through the proper ports, the bight being under
the keel. Then clap a tackle on the hawser and set it up
as a temporary jumper until the bobstays are repaired.
Tiller-rope carried. SL^wsty* When this oc-
curs, it may be assumed to be blowing fresh. The first
thing to be done, therefore, is to steady the rudder, which,
in a seaway, would fly from side to side with great vio-
lence. The quickest way of doing so will be by means of
the remaining rope; and, as the chances are that the
weather wheel-rope will be the one to go, jamb the helm
down, shorten sail, and heave to with the head yards
abox, if you do not want to come round. Otherwise, if
there is a ship close astern of you, for instance, haul the
mainsail up, and square the main yard in stays. Should
the lee rope go, put the helm up, heave to on the other tack,
and shorten sail as soon as possible. If unsafe, from the
position of the ship, to do eitner, man the head sheets and
cross-jack braces, and steer the ship bv the sails. In mod-
erate weather, the relieving-tackles will probably be hooked
392 PARTING RIGGING, ETC.
before it will be necessary to touch anything. In all cases,
send hands down to hook and work them, and reeve new
wheel-ropes.
The senior class of midshipmen on board the practice
ships are recommended to prepare themselves for working
ship without the assistance of the helm.
I3oAVspi*it Slir-oixd carried. eLwsty. Go
on the other tack if possible; if not, haul down the head
sails, and keep away. Secure the bowsprit by hooking a
stout tackle from the bows to a strap round the bowsprit,
and fit a new shroud or repair the old one.
CARRYING AWAY MASTS AND SPARS.
Accidents to the lower masts and larger spars are
fortunately of rare occurrence in the navy, owing to the
care with which vessels of war are fitted out, and the very
liberal allowance made for each in everything necessary to
their eq[uipment.
But it is probable that ships would be still more effectu-
ally prepared to resist the severest trials, if they were, in all
cases, fitted out under the immediate supervision of the
officer who is to command during the cruise, the first lieu-
tenant who is to be the executive officer, and all the officers
and crew who are to serve in them.
The good state of the rigging will not be the only advan-
tage attendant upon this ; a thorough knowledge of her
state, and intimate acquaintance with her resources, would
enable each and every one to bring them to bear when
necessary.
Light yards and masts are occasionally carried away or
sprung in a fresh breeze but smooth sea — ^topgallant masts
by not having their backstays well set up, and yards by not
having their weather braces sufficiently taut when braced
up. Topsail and topgallant yards are also sometimes carried
awav by not letting go the lee brace in tacking ship, in a
good swing of the after yards, when the lee brace not being
Eroperly attended to, neither the strength of the yard or
race can resist the force with which they are impelled;
and if the brace holds, the yard must be carried away in the
slings.
Another cause for carrying away top^Uant yards may
be found in the neglect to take off the iift-jigger after the
topgallant studding-sail is taken in, when attempting to
clew down the yard with the jigger fast in the top.
No explicit rule can be ffiven for sending down broken
spars. The first thing to be attended to is their being
steadied and prevented from falling on deck or tearing the
sails ; then sling and guy them clear and . send them
down.
PARTING RIGGING, ETC. 39
«»
If the screw is in motion, guard against fouling it by the
wreck.
^W^ith tlie AVreck in the A^'ater. Heave
to at once under the shortest possible sail, as trysails and
spanker.
Clear away the wreck, and if a kedge with a hawser bent
to it can be dropped on the debris so as to hang, thus con-
verting it into a sea anchor, the ship may ride to leeward of
it under low canvas, and save most of the wreck when the
weather moderates.
Proceed meanwhile to secure the spars still standing;
send down the topgallant masts, house the fore topmast,
secure the foremast with a hawser middled and clove-
hitched around the mast-head, and set up at the knight-
heads or through the hawse-holes on the main deck. Clove-
hitch in like manner another hawser around the fore
toi)mast-head^ and set up the ends as far forward as possible.
Bring the main topmast stays down to the deck and set up.
Lo^wex* Cai> Splits. Take all sail off the mast;
send down topgallant mast and shift the lower cap if you
have a spare one ; if not, pass a lashing round the topmast
and lower mast-head, which wedge; afterward, woold and
wedge the cap and make sail.
Tlie nri*eKtle-ti*ees ai*e Hpi-viiig". Take
all sail off the mast; send down the topgallant mast; reeve
top pendants and hook top tackles. Sway up on them
until all strain is off the fid. when rack and belay. Pass a
lashing round the topmast and lower mast-head, and make
sail.
IVCstin CJhaiiiK eai*i*iecl SLxy^i^y. Go round
if possible. If not, take all sail off the mast, steady it with
the pendant-tackles and set the shrouds up with luffs to the
craale-bolts.
Replace what chain-plates require it with spare ones, and
keep them out in place with a chock of wood between them
and the ship's side ; then set the rigging up properly.
Note. All sprung, spars should be shifted if possible.
SHIFTING SAILS AND SPARS.
Shifting the heavy spars being no longer an exercise,
the methods described under ''Rigging Ship." Chapter IX,
for handling them is thought to be suflBcient for all prac-
tical purposes.
Splitting- Sails. Sails, when split, should be
taken in and repaired aloft if possible; if not, then shifted.
The new sail should be ready on deck, and can be sent up
to windward as the old one goes down to leeward. If the
sail splits so as to be of no further use. unbend and send
394 PARTING RIGGING, ETC.
dowii at once. If not, keep on the ship until the new one is
ready.
A reef-tackle-cringle, or anv part of the leech, can
readily be repaired aloft by tne sailmaker, in moderate
weather. The officer of the deck need only clew up the
clew reouiring repairs. Men on the yard gather the sail up,
the yard bein^, oi course, clewed down. In chase, or bein^
chased, it is aosolutelv necessary to shift sails- (if required
to do so at all) quickly. If carrying studding-sails on one
side only, the others can be shifted over and set if anything
happens to those already set.
If the jib splits, set the fore topmast staysail, cautioning
the man at the helm to " mind his weather helm ;" take in
spanker if necessary.
If the foresail or fore topsail splits, take the sail in, re-
pair it aloft or shift it. Reduce after sail to balance the
ship. Caution the helmsman as before.
If a topsail splits across the head, or if, in tumine out a
reef, the sail is torn, and it is not convenient to wift it»
take the reef in again.
TO SHIFT A TOPSAIL.
(bt thb wind, under all plain sail).
Hook the sail burton to strap on the topmast stay.
The new sail (say the mam topsail) is in the weather
gangway ready for bending. Clew up the main royal and
topeallant sail.
Man the main topsail clewlines and buntlinesi Weather
main topsail brace f Let go the main t& bowline I
Haul taut! Clear away the sheets/ Clbw up! Settle
away the main topsail hculiards! Bound in the weather
brace I
haj the yard nearly square, and set taut the braces.
Aloft topmen ! Man the boom tricing lines/
Trice up ! Lay out 1 Furl and unbend I
Unreeve the first and second reef-earings from the sail
(supposing them to be bull-ear ings).
tlnbend the topsail sheets, clewlines, bowlines, reef-
tackles, robands, and head-earings, securing the bunt-
robands to the buntlines. Bend a top bowline around the
bunt to guy the sail clear of the top. A whip from the
weather topsail yard-arm bent also at the bunt will keep
the sail from going too far to leeward, if any such trouble
is expected.
Lower the sail down to leeward by the buntlines.
Send up the new sail, with the sail burton before and to
windward of the stay. Bend a bowline to the sail strap as
soon as it can be reached from the top.
PARTING RIGGING, ETC. 39d
When the clews are above the top — High enough!
See the turns out of the sail.
Hook the reef -tackles, carry out the head-earings from
the bunt to the yard-arms, and haul out. Brmg to and bend
the sail. Shift the reef -tackles to their own cringles, bend
the sheets, clewlines, bowlines and buntlines, the latter
being rounded up. Loose the sail. Reeve the buU-earines ;
when the forepart of the top is clear of men, Stand by I
Let pall !
Sheet home ! Lay in ! Down booms ! (secure boom-ends
with the strap and toggle). Lay down from aloft 1
Man the main topsail halliards ! Tend the braces, let go
and overhaul the gear ! Haul taut I
Hoist away the topsail !
Set the topgallant sail and royal; steady out the top
bowline.
To Shift a Co\Ti*se (]\f:odei:*ate "W^eathL-
er). The new sail (mainsail) being ready, stretched across
the deck forward of the mast, yardarm-jiggers on the yard,
lee lift taut —
Main clew garnets and buntlines !
Haul taut ! Up mainsail !
Aloft mainyabd men !
Lay out 1 Furl and unbend !
Furl the sail: unhook reef -pendants ; stop buntlines to
head of sail. When ready —
Stand by the earings ! Ease away 1 Lower away the
buntlines !
All the gear coming down with the sail. Unbend and
bend to new sail, stopping buntlines and leecUines to the
head. When ready —
Man the yardarm-jiggers ^ buntlines and leechlines !
Bimtlines and yard-arm jiggers are manned best, a few
hands on the clew-garnets and leechlines, hands to light up
tacks and sheets.
Haul taut I Sway aloft ! Haul out and bbing to !
The yard-arm jiggers are run out, leechlines hauled up i
bend the sail, loose it and hook the reef pendants.
Man the main tack and sheet I and set the sail.
To Shift .Til>-l>oom5 Figs. 494 and 495. The
forecastiemen and fore topmen prepare for housing fore
topgallant mast, and for rigging in flying jib-boom. In
amiition, the men stationed on the jib-boom, lay out; carry
out and hook the cap block, and reeve the heel rope ; hook
jiggers to topmast stay and whisker ends; cast adrift top-
mast staysail and jib, and hook jib halliards to jib-boom
end ; hook tackle from topmast stay to light in boom bv ;
hook fore clew-jiggers to heel of jib-boom. The forecastle-
men on deck place the new jib-boom on the forecastle ready
for going out ; ease up back ropes, jumpers, guys and jib-
396 PARTING RIGGING. ETC.
stay, take a turn and tend jib halliards, man fore clew-
jiggers and jiggers on the topmast stays.
If the wythe is fitted to unclamp, the stays rove through
the flying jib-boom need not be unrove. Otherwise, and m
the absence of funnels on the head booms, the stays reeving
through them must be unrove and stopped up.
Rig in the flying jib-boom, and nouse the topgallant
mast : then —
A turn with the mast rope! Haul taut the jib heel
rope I Tend the jib halliards I unclamp the heel of boom,
ease up the jib halliards to allow the boom to clear the
saddle ; a few hands man the fore clew-jiggers and jiggers
on the whiskers. When ready —
Ease away ! rig in ! easing the heel rope until the band
is close to the bowsprit cap ; tne jib halliards and fore clew-
{'iggers are hauled on sufficient to keep the heel of the boom
lign enough to just clear the knight-heads ; the whiskers
are triced up to the fore topmast stays, the jib and flying-jib
are roused in alongside the topmast staysail. As soon as
the boom is housed close in —
A turn with the heel rope ! let ^o the jib halliards ; lash
the bands to the bowsprit cap ; nook the tackle from the
fore topmast stay to a strap around the jib-boom just inside
the bowsprit cap, haul it taut, take a turn.
Tend the stay-tackles ! Walk away with the fore clew-
Jiggers ! at the same time ease away on the heel rope, and
and theJ[)oom on the forecastle ; cast off from bowsprit cap
and unreeve the heel rope and reeve it on the new boom ;
shift the stay-tackle and fore clew-jiggers from the old. to
the new boom.
Man the heel rope and stay -tackle ; tend the fore clew-
jiggers : when ready —
ISaul away the stay-tackle and heel rope ! walk the boom
out until pointed.
Avast hauling ; tend the stay jiagers and jib halliards !
The band is placed ; the stay-tackle is cast adrift, the jib
halliards are hooked to the boom end, hauled taut and tended ;
the stay jiggers on the whiskers are tended ; when the boom
is rigged, stay rove, &c. , order —
Rig out ! the men walk away on the heel rope ; ease
away on the fore clew-jiggers until the boom is clear of the
knight-heads, and when clear, let go and cast them off ;
ease away the jib halliards and stay jiggers: when the
boom is far enough out to take in the saadle, pull up the jib
halliards and secure the clamp.
Point the flying jib-boom ; at the same time the men pro-
ceed to take off stay-tackle and jiggers, and to set up guys,
jumpers, back ropes and jib stay. Man the topgallant mast
rope as soon as the jib-boom is in place, fld the topgallant
mast, rig out and secure the flying jib-boom. Bend jib and
flying jib.
PARTING RIGGING. ETC. 397
Instead of sending down the topgallan mast in ordi*
nary weather, lash the light yards aloft, overhaul the yard
ropes (the long ones) down well forward; toggle them abaft
their sheaves in the mast, and set them up with jiggers,
forward.
CHAPTER XXIX.
HANDLING "FO RE- A ND- AFT ERS."
The student is referred for more detailed information on
this subject to Qualtrough's " Sailor's Handy Book," where
it is treated with special reference to yachts and yacht
sailing.
We shall confine our attention chiefly to the two prin-
cipal types of f ore-and-af ters peculiar to the waters of the
United States, viz.: the two masted schooner, Fig. 496,
Plate 116, and the sloop.
n^lie Selioonei* has a fore and aft foresail and
mainsail, both usually laced to booms and gaffs and at-
tached to hoops on tneir respective masts. It has also a
fore and main gaff topsail, triangular in shape, the luff
attached to the topmast by hoops ; the sails f urnng aloft at
the lower masthead.
The head sails of coasting schooners are variously named
according to the position of the stays.
When the f orestay goes to the bowsprit cap, or nearly
to it, the first head sail from inboard is the jib, beyond which
are the fiying jib and outer jib.
But if the forestay sets up at or near the knightheads,
the sail set upon it is called the fore staysail, and the others
are the jib, fiying jib, and outer jib.
An additional jib, on the fore topmast stay, is called a
jib toi)sail. Its tack lashing may have a long drift to enable
the sail to hoist above the other jibs.
It will be seen from the above that the jib of a schooner
is that sail whose tack is nearest to the bowsprit cap.
In our description of manoeuvres, &c., we assume the
inner head sail to be a fore staysail.
The staysail sheet and fore and main sheets have their
lower blocks strapped to a thwartship traveller. This trav-
eller for the main sheet is a short bar of iron, and for the
other sheets extends across the deck, and for the staysail
sheet may be a wooden spar. Stout tail rojjes or clew-ropes
for the staysail and foresail enable those sails to be hela to
windward, if necessary, in tacking.
The foresail may be a combination of " boom and lug,"
in which case the forward part of the foot has the usual
398
HANDLING FORE-AND- AFTERS. 399
boom and traveller, and the clew of the sail extends much
further aft than in the ordinary type. Such a sail sets
better than a common boom foresail, particularly on a wind,
when the boom foresail sheet must be trimmed so flat to
fill the foresail and fore gaff topsail, that much of the pro-
pelling power is lost. But the boom and lug foresail re-
quires more attention in tacking. The lug foresail, without
any fore boom, is rarely seen in our coasting craft.
The main mast of schooners is stayed oy a triatic stay
from one lower mast head to the other. Large schooners
may have in addition a double stay to the deck, the ends
setting up with runners and tackles at the waterways,
abreast tne after part of the fore rigging. The lee stay
must be overhaulea, when under way, to clear the foresail.
The main boom topping lift is usually single, shackled to
a bolt in the after part of the main masthead, the lower end
fitted with a whip or whip and runner with a block on the out-
board end of the boom and a sheave through the boom for
the hauling part. The topping lift may be double in large
schooners, in which case thev come further in on the boom,
and the lee one must be overhauled when the sail is set.
The fore boom topping lift is a pendant supporting the
boom end. The upper end of the pendant is fitted with a
whip or tackle, upper block hooked under the main trestle
trees, fall leOrding on deck.
!tIci,llia.i*dH. — The fore and main peak halliards are
generally rove through three single blocts on the gaff and
two double blocks on the mast-head placed vertically one
above the other, the distance apart varying with the length
of the gaff. The hauling part leads through one sheave
of the upper block to the outer block on the gaff, back to the
upper block on the mast-head, thence to second block on
the gaff; then through one sheave of the lower mast-
head block and the inner gaff block, finally the standing
Eart reeves through the remaining sheave of the lower mast-
ead block and to the deck, where a purchase is fitted to
the end.
Throat halliards consist of a treble block aloft and
double block at the jaws of the gaff, the standing part of
the halliards fitted with a purchase which generallv travels
on the topmast backstay, similar to the topsail halliards of
a souare rigged vessel.
ileef Peiiclants for a boom mainsail consist of
a long pendant with a Mathew Walker knot in one end.
The pointed end reeves up through an eyebolt on one side
of the boom, through a reef cringle in the leech and down
on the opposite side through a sheave on the boom. When
reefing, the end of the reef pendant is hitched to the hook
of the outer reef -tackle block, the inner block of the reeif
tackle hooking to an eyebolt under the boom.
There are no reef pendants required for the foresaid
400 HANDLING FORE-AND-AFTER8.
ordinary reef earing being passed through the reef cringles
when required, the end of the fore boom being generally
lowered on deck while the reef is being taken.
CirtiiV TopjHttilH. — The gaff topsail sheet reeves
through a sheave in the gaff end, and thence through a block
at the jaws of the ga:ff, and to the deck.
The halliards reeve through a block at the topmast head,
or sheave in the topmast. Tne tack leads from the tack of
the sail to the deck.*
The clewline and downhaul, in one, is secured to the
clew of the sail and reeves thence through a leader at the
head and down on deck.
The Sloop has but one mast, placed about two-
thirds the vessel's length from the stem. The mainsail is
like that of a schooner. The sloop also carries a gaff top-
sail similar to those already described.
The jib of a sloop sets on the f orestay, which in this case
goes to the bowsprit cap. A jib topsail is carried usually,
m addition, being set upon the topmast stay.
The topping lifts, halliards, gcc, are similar to those
already described for schooners.
Cjrettifig" nuclei* ^way. — Schooners. — Heave shorty
loose and hoist the mainsail, keeping the peak souare with
the throat until the throat is up. If the mainsau has two
topping lifts, see that the gaff is hoisted between them. If
the topping lift is single hoist the gaff so that it will be to
leewara of it ; the peak can then readily be dropped in case
of any accident in casting, f
Get the final pull of throat and peak halliards on the pur-
(^hase on the standing parts. Now, hoist the foresail and
loose the head sails.
To cast to starboard, heave up the anchor, putting the
helm a starboard, main boom steadied over to starboard,
fore sheet trimmed down, but plaving^ on the traveller ;
hoist the staysail, or staysail ana jib, with the port sheets
aft. When she has paid off suflBciently to starboard,
" Draw" the head sheets, right the helm, and trim the fore
and main sheets.
If blowing fresh the foresail may not be set till after
casting.
If intending to wear and stand out before the wind, the
peak of the mainsail may be left down until after cast*
mg.
In a close place, with little room astern, hoist the head
sails before breaking ground.
* Or the gear of the gaff topsail may be named on the principle adopted with
■tadding-sails ; when the outhaul is known as the tack and the tack hi caUed the
riieet, which is the case on board many coasters.
f A peak downhaul shonid always be fitted to a gaff ;' it is rave throng a
bnll's e^e at the gaff end, ends of the downhaul leading to cleats on opposite
Mes of the boom.
34
HANDLING FORB-AND- AFTERS. 401
Sloops. — Heave short, hoist the mainsail, clear away the
jib ; when ready to trip, to cast to starboard, put the nelm
a starboard, hoist the jib, haul the sheet to port ; shove the
main boom well out over the starboard quarter. Heave up,
and when she has paid off sufficiently, right the helm,
" draw jib,** haul aft the main sheet.
If to stand out before the wind, leave the peak of the
mainsail down until after wearing around, and shift the
helm when headway begins.
Riding to the tide, in getting under way, use the helm as
in casting a square rigged vessel ; in casting to starboard,
put the helm aport until she gathers sternboard, when it
must be shifted.
Coasting vessels as a rule do not take the trouble to ease
off the main sheet in casting, simply guying the boom well
over to leeward, sheet trimmed ready for the first
stretch.
rra.cking'* — Schooners. — Under ordinary circum-
stances, moderate breeze and smooth sea, clew up the fore
gaff topsail, " hard a lee " very gradually, keeping all sheets
fast just as long as they will do any good, haul all over as
she comes head to wind, especially avoiding keeping the
staysail sheet one instant to windward if she will pay off
without its assistance. Trim the jibs down at first quick
and flat, but as she gathers headway ease them slightly.
If the schooner is out of trim, or a dull sailer, or if the
circumstances of wind and sea are unfavorable, the staysail
sheet is held to windward to assist in paying off, and the
clew rope let go at the order "Draw " or "Let draw.** If she
j^oes around with a stem board, the helm must be shifted.
When around on the other tack set the fore gaff topsail
to leeward of the triatic stay by unbending and dipping the
sheet aloft. In making short legs, the fore gaff topsail is
not set, as a rule.
If the schooner has a boom and lug foresail, a couple of
hands can take care of that part of the sail not controlled
by the boom and traveller. A lug foresail requires more
force, and the sheet must be hauled over briskly to avoid
making a back sail of it ; it is likely to foul the pins, &c.,
on the mast band, and is altogether unsuitable for coasting
vessels with small crews. The boom foresail requires no
attention.
Should the staysail not be fitted with a traveller^ it will
probably be because the clew comes very far aft, which will •
require considerable overhauling of one sheet and hauling
in on another, and this is seldom done in good time. A de-
cided disadvantage of having the clew come abaft the fore-
mast is that it throws the wind out of the luff of the foresail.
One hand ought to take care of the fiying-jib sheets on a
iehooner not over 100 tons ; if blowing fresh, the fiying-jib
(and gaff topsails) would probably be m.
402 HANDLING FORE-AND-AFTERS.
Many schooners are fitted with a "boom jib" (Fig, 49G),
the foot of the sail bein^ secured to the boom. The outboara
end of the boom is fitted with a gooseneck, the lugof which
slides on a short iron rod on top of the bowsprit. wTien the
sail is hoisted, the outer boom end is hauled aft on the trav-
eller by a whip and runner belayed at the knightheads,
which g[ives the foot of the sail the proper stretch.
The jib sheet is rove through a double block on the inner
end of the boom, and two single blocks in the waterways —
one on each side ; standing part made fast to one single
block, through one sheave of the boom block, then through
the other single block, back through the second sheave of
the boom block and the first single block, the end bein^ be-
layed on the same side of the forecastle as the block which
carries the standing part. By this arrangement the boom
end travels to and fro on the sheets avoiding the incon-
venience and danger of a traveller, with its sheet sweeping
the deck. To hold the jib to windward if need be, a tau
rope is fitted to the inner end of the boom, clear of the
double block. A light topping lift from the fore trestle-
trees supports the inner ena of the boom.
Sloops. — The vessel going a good full and by on the
port tack, ease the helm down, when hard a starboard and
the sloop is nearly head to wind, let go the jib tail rope (jib
fitted with a traveller).
If she hangs in stays, trim the iib sheet to windward
again as she passes the direction of the wind, in this case
keeping it over to starboard, and shove the main boom well
over on the port quarter. As she gathers headway on the
the new tack, " Draw jib," let go the clew rope and the
sheet will fiy to leeward on the traveller ; trim aft the main
sheet and right the helm.
Should the sloop in tacking gather a stem board, the
helm must be shifted and put hard a port (in this case) till
she gathers headway again.
A large centre-board schooner or sloop in a fresh breeze
may require part of the board hauled up on going about, to
Ere vent too much strain on the board and trunk, and to
ave the craft stand up better. These vessels will swing
around in stays much faster than a keel vessel.
To >Vear*. — Schooners, — Clew up the main gaflf
topsail, if set, drop the peak of the mainsail, up helm and
ease off the main sheet. While paying off, round in the
slack of the main sheet just enough to keep the sail full ;
when the wind is aft shift over the boom ana head sheets :
hoist the peak of the mainsail, haul out the gaff topsail, ana
meet her with the helm as she comes to. The head sheets,
when shifted over, should not be trimmed down fiat, as that
tends to prevent her coming to.
For a sloop, proceed in a similar way, clewing up the
gaff topsail and dropping the peak as necessary.
HANDLING FORB-AND-AFTERS. 403'
Grytolng". — Having the wind on one quarter, if a
change of course or of tne wind itself brings the wind on
the other (][uarter, the main boom must be shifted over, and
the operation is called gybing. To gybe a main boom, blow-
ing fresh, is an operation requiring much skill, as it is not
unfrequently attended with accidents — such as springing
the boom, splitting the sail, or wrenching the masthead or
jaws of the gaflf.
In a smooth sea and with a moderate breeze, with the
wind aft and the boom ^ved out on the starboard quarter ;
g^ve a careful sheer with a starboard helm, hauling the
main sheet flat aft and the boom nearly amidships ; then
take a good turn with the sheet, shift the helm handsomely
to port till the wind is on the starboard quarter, when the
main sheet may be slacked off briskly but kept under con-
trol, and the vessel steadied to her course.
As a rule, the peak of the mainsail should be dropped, if
only to get the gaff to leeward of the topping lift, besides
rendering the operation of gybing much safer.
Many fore-and-afters (particularly sloops), instead of
gybing, will, under these circumstances, frequently luff into
the wind and come around on the other tack, thus :
The boom being off to port, luff up gradually with a port
helm, hauling in the main sheet and getting the jib sheet
in, but not enough to fill the sail. When she is head to wind
the jib sheet is kept to port just enough to pay her off on
the new tack, and as the boom comes over, the main sheet
is eased off, keeping headway all the time, if possible.
A flat bottomed sloop drawing little forward will come
around in rough water almost always without hauling in
much of the main sheet, and, if she has a jib traveller,
without hauling in the jib sheet at all, taking care to catch
her at the right time with the clew rope, to make the jib
assist in paying her head around. A deep keel schooner
would require more management.
AVing- ciTid "Wixig". — In running with the wind
aft, schooners with the main boom guyed out on one quarter
and with the fore boom guyed out on the opposite side, are
said to be " wing and wing." The main boom is guyed out
by a 6oom pendant , into which hooks a tackle (boom-tackle)
taken forward of the main rigging and inboard. The fore-
boom is guyed forward by a similar pendant and tackle, the
latter hooked to an eyebolt well forward. Small craft may
use a line rove through a block on the bowsprit. The fore
boom topping lift must be overhauled as required.
In running with the wind on the quarter or aft, accidents
from unexpected gybing would probablj^ be serious, and for
this reason very careful steering is required.
When running in fore-and-aft vessels, to avoid the yaw-
ing and difficultv of handling the helm when before the
wind, particularly in sloops, it is advisable, when circum-.
404 HANDLING FORE-AND-AFTERS.
stances permit, to "tack to leeward/' by bringing the wind
well on one quarter, sailing a certain part of the required
distance, and then accomplish the balance of the run with
the wind on the other quarter.
Running in a gale, bear in mind the use of a drag astern,
as dwelt upon elsewhere.
Squally TVeatlier^ !Reeiinsr. — In sailing a
fore-and-aft vessel by the wind in squalls, it is usual to
touch her up in the wind. A careful person ought to be
at the helm m carrying sail in squally weather, wnen it is
necessary to luflf and touch the sails. Should the wind
prove variable, in direction as well as in force, sail ought to
be made snug, for if a squall should come suddenlv on the
the quarter it would be too long a luff before the sails touch,
and if it comes out ahead they will then be thrown aback.
To reef the mainsail, bring the vessel to the wind, haul-
ing in the main sheet ; lower the throat and peak halliards
till the reef band is below the main boom, pass the tack
lashing at the luff, hook the reef tackle to the reef pondant,
and haul out the reef band close along the boom. Pass an
earing through the reef cringle at the leech, come up the
reef tackle and shift the pendant to the second reef cringle,
in readiness for another reef. Tie the points around the
foot rope of the sail, never around the boom. Hoist the sail
finally, getting the throat taut up before the peak.
Wnen the third (close) reef is taken, the pendant is left
rove through the cringle with the reef tackle hauled taut,
and acts then as a backer to the reef earing.
To take the balance reef, if fitted, ease tne peak halliards
enough to let the jaws of the gaff come close down, pass a
lashing around the throat, fit and tie the points around the
foot of the sail, and pull up the peak halliards.
The balance reef extends from the^jlose reef -band nearly
to the throat.
To I*eef the Stavsall (or- •Til>).— Being by
the wind, haul down the sail, bringing the reef cringle to
the bowsprit and lashing it, unhook the sheet block and
hook it to the proper cringle on the leech ; tie the reef points
around the foot of the sail ; when ready, hoist and trim aft
the sheet. If fitted with a bonnet, come up the lacing op
keys, and take the bonnet off j securing the tack and shift-
ing the sheets as before.
To tixni oixt Xl.eef^« Bring the schooner op
sloop to the wind, if necessary, cast off first the reef points,
then the tack lashing, and finallv the reef cringle kushings
(earings) ; overhaul tne reef pendant ; man throat and peak
halliards and sway the sail up to a taut leech.
To Heav^e to. Moderate weather. Haul flat aft the
main sheet, putting the hehn down, and haul the staysail
sheet to windward; if a boom foresail, ease off the tore
sheet to spill the wind out of the sail.
HANDLING FORE-AND-AFTEBS. • 405
>l[aii Overboard. If on a wind, put the helm
down, throwing overboard a life buoy or grating to the
man, bring the vessel around on the other tack and etand
toward him.
If running free, say wind on starboard quarter and
plenty of room, luflf around by all means, on tne opposite
tack ; haul in roundly the main sheet, putting the helm
a port ; let her luflf around, but keep the ]ib sheet to wind-
ward (port) when about and the main boom trinoimed flat.
Lower the boat in stays.
Circumstances might require the vessel to heave to on
the same tack (starboard tack in this case), in which event
perform only the first half of the evolution, and meet her
with the helm and head sheets as she comes to, but she will
be further from the man, and this is not recommended.
The boat in this event would pull oflf the weather beam.
Liying-to in neav^ AVeather. Concern-
ing the best mode of lying-to in heavy weather, too much
depends upon the type of vessel and state of the wind
and sea to lay down any fixed rules. An ordinary keel
schooner of 150 to 200 tons, which has been running under
a close reefed mainsail, reefed foresail and reefed fore stay-
sail, having the hatches battened down and everything
secured about the decks, is brought to the wind by easing
down the helm, and with all hands on the main sheet,
watching for a smooth time to put the helm down, and
hauling^ down the staysail (generally) as she comes to. The
mainsail is then lowered and the fore sheet hauled aft. .
In a gale of wind, a sharp built schooner is hove to under
double reefed foresail, with the sheet trimmed as on a wind,
or fiat, if necessary to keep the vessel from head reaching
too much, and to keep the sail from shaking as she comes
up head to wind. When the foresail is full, the vessel head
reaches enough to keep up a certain amount of steerage
way and consequent action of the rudder.
In some schooners it is frequently essential to hoist the
head of the mainsail to assist in keepmg them to.
Most of them are provided with a storm "trysail," sim-
ilar in shape to the storm mizzen of square-rigged vessels,
and used for the same purpose.
The helm should not be lashed alee, but tended as cir-
cumstances may require, and the vessel should keep steer-
age way if possible.
A flat-built schooner is often hove to under a balance-
reefed mainsail ; but if this be done she must be very flat,
and when she will not lay to, in any way, under a fore-
sail.
Shallow-built vessels, and such as have flat floors, are
much more liable to be upset in a heavy sea than those of a
different construction. This arises from their having so
little hold upon the water, notwithstanding their great
406 ' HAia>IiING FORE-AND-AFTEBS.
stability in a river, or smooth sea, where it would be almost
impossible to capsize them in carrying sail.
Large sloops are about the least desirable seagoing craft,
their long mast and boom rendering them uncomK)rtable
rough- weather boats, though in smooth water and going to
windward they will be found the fastest. Such vessels are
hove to under a few hoops of the mainsail and a storm jib,
though here again the difference of model may render more
after sail (as a storm trysail) necessary, and tne boom may
have to be well eased off. In this case, and indeed in any
seaway, the boom should be well topped up.
The usefulness of a drag as a sea-anchor in riding out a
gale may be reiterated here. The form of drag whicn prob-
ably gives the best results is that of a stout conical ba^ of
canvas, with a heavy iron ring at the mouth. The ring
may be hinged for facility of stowage, but in such a way
that it will only close in the direction of the apex of the
cone. The dra^ is fitted with a bridle at the mouth, to
which is secured the riding hawser or cable ; a tripping line
from the point of the cone allows the drag to be canted for
hauling in. The iron ring at the mouth should be heavy
enough to keep the drag below the surface of the water.
.A.nclioiriiig'. Coming in on a wind, round to to lee-
ward of your berth, haul down the head sails, and as she
comes to the wind, meet her with the helm ; keep her head
to wind till headway is lost, then let go the anchor, and as
she drops astern pay out the chain ; lower and furl the sails.
If running to an anchorage before the wind, get the head
sails and foresail (a schooner) down in good season to pre-
sent no opposition to coining to.
When tne helm is put down, drop the peak of the main-
sail if blowing very fresh, haul the main boom amidships,
and when she comes head to wind keep her so till headway
ceases, then let go the anchor and pay out the chain as she
takes it.
Beating in on a strong flood, lower fore and mainsail,
wear around under jib, and when head to tide haul down
jib and let go the anchor.
The Topsail Schoonei'. A class of vessel
not especially considered in these notes may be briefly
referred to here.
In getting such a vessel under way the yards are braced
abox to pay her off ; in tacking, the yards are handled like
the head yards of a square-rigjged vessel, and by the same
orders. In running, tne topsail, close-reefed, will be found
a useful sail, but the reefed fore staysail and main trysail
(or close-reefed foresail, according to the model) should be
ready for setting in case it becomes necessary to heave to.
It must be recollected that the lee sheet of a schooner's
topsail should be the first clewed up, otherwise it may get
over the lee yard-arm, on account oi the sail having proper*
HANDLING FORB-AND-AFTBBS. 407
tionaJly more spread at the foot than square-rigged vessels
in general. Again, a schooner's weatherbraces must not
be too tautf from the liability to part, or to carry away the
yard, by the spring of the masts. In squally weather the
square sails should oe furled.
The topsail schooner rig is almost entirely superseded on
the coast of the United States by the hermaphrodite brig.
^"acht Xl'ig-s and Sails. A cutter is similar to
a sloop, but with a movable bowsprit, fitted to rig out or in,
jib set flyinff. Her fore staysail is called a foresail.
A yawl differs from a cutter in having a small mizzen-
mast, stepped close to the stern, with a lug or sprit sail set
upon it, the sheet led to the end of a bumpkin projecting
astern.
A gaff topsail for a yacht is similar to a coaster's, or it is
four-cornered, has the head laced to a yard, and the hal-
liards bent on at a point determined by the shape of the
sail.
A iib topsail is a light jib set on the topmast stay.
A balloon jib is a very large jib of light stuff, extending
from the bowsprit end to the topmast head, clew extending
well aft.
A spinnaker is a light triangular sail, the foot of which
is extended by a boom goosenecked to the mast, and rigged
out on the side opposite to the main boom, the sail being
set on the side opposite to the principal sail on the mast.
The halliards lead through a block at the topmast head, the
outhaul to the end of the spinnaker boom ; the boom itself
is fitted with a forward guy from the bowsprit end, an after
guy (or brace), and a topping lift.
Some yachts have a light temporary gaff goosenecked at
the forward side of the mast-head^ about the height of the
regular gaff ; this ^aff is fitted with hoops for the head of
the spinnaker, which in this case is a four-cornered sail
and is called a shadow. It may be set in triangular form by
keeping fast the head outhaul. When not in use the shadow
gaflP hangs up and down the mast by its gooseneck.
Water satis, usually triangular, may be set under the
spinnaker boom.
A ring tail, usually triangular, is set abaft the main sail,
between the gaff and boom — the halliards going to the peak
and the sheet to a block at the end of the main boom, or to
the end of a spar rigged out on the main boom.
CHAPTER XXX.
HANDLING VESSELS UNDER STEAM;
OR STEAM AND SAIL.
In previous chapters we have considered the handling of
vessels under sail alone, and with reference to those cruisers
whose form and disposition of canvas enable them to ma-
noeuvre under sail like ordinary sailing vessels.
In applying what has been said to steam vessels of war,
it must be borne in mind that steamers under canvas never
fulfil all the conditions looked for in quick working ships.
This is partly due to the steamer's form, to a reduced sail
area for a given amount of tonnage, to the mode of masting,
the drag of the screw, the screw aperture, and other causes.
Vessels of a similar type may differ widely in their qual-
ities under canvas for the same point of sailing, and it
would be beyond the scope of a book of reference to enu-
merate, even for vessels of a single class, peculiarities
which are best learned in handling them.
Gretting- rjncler* "Way. — In getting under way
under steam, the square sails are not usually set, but tfaie
head sails and spanKer should be cleared away for assist-
ance in casting. The mast covers should be put on and the
mainsail covered, if left bent. Generally tne mainsail is
unbent and the gear unrove, unless intending to proceed
under sail after making an offlng. Put on the cover of the
main topsail, if used. Reeve off the cat and fish.
Having notified the senior engineer in good time to light
or spread fires, when steam is reported ready, call : —
Up anchor !
Bring to, unbit, and heave around.
The time required from lighting fires until steam is up
must not be less than six hours, except in an emergency.
With good banked fires the time required to spread
them and get up steam ought not to exceed twenty min-
utes.
If a long and heavy heave, give a few turns of the en-
gine now and then slowly to assist the bars. Should the
anchor prove difficult to break out, give her a turn ahead.
408
HANDING VESSELS UNDER STEAM. 409
sending word to the officer of the forecastle to stopper the
cable. When up and down, the ship by moving ahead will
certainly trip the anchor, when it may be hove up, catted
and fished. The vessel should not *'go ahead fast" until
the anchor is catted, as it is liable to hook under the fore-
foot, and endanger the cat-head.
One bell, signifies to go Ahead slow.
Two BELLS, *' " Stop.
Three '' " '' Back.
Four '' " '' Ahead fast.
All modem steamers are fitted with speed indicators.
As soon as the anchors are secure, pipe down, and set
the watch to work clearing up the deck, cleaning the an-
chors and chains, and paying the latter below.
If the steamer had been riding to an ebb tide you may
find some difficulty in turning ; it practicable, start ahead,
and when clear of everything give a sheer with the helm
and run up the jibs to pay her round, or she may be backed
astern against the helm, using the jibs and spanker when-
ever they will be of service.
In a small harbor, or a close berth, a propeller may be
turned by putting the helm hard over, when at short stay,
and goin^ ahead slowly, the water thrown from the screw
having effect on the rudder in the same direction as if the
vessel were going ahead.
TURNING AGENCIES IN SCREW STEAMERS.
In single screw ships, the rudder, the screw, the wind
and sea, and the pitching^ of the vessel infiuence the direc-
tion of the ship's nead. Each of these factors is variable in
the extent of its infiuence, excepting where the results are
due, as cited below, to the shape of tne underwater body, or
to the shape and size of the rudder.
I. The effect of the rudder depends upon the amount of
the rudder angle, size and shape of the rudder, and form of
the underwater body of the ship, especially of the run. The
rudder effect depends further upon the speed, and finally
upon the force and direction of tne screw current.
Through the latter conditions, the rudder effect is made
to depend upon —
410
HANDLING VESSELS UNDBB STEAK.
INOAHIM
II. The effect of the screw, the above being indirect
effects of the screw upon the turning. Other effects will
be considered at some length further
on.
/ In double screw ships the turning
effects, such as they are (in view of
the greater distance of the screws
from the ship's side and rudder), are
made to counterbalance each other
by causing the two screws to revolve
in opposite ways to drive the ship
in a given direction, ahead or astern.
III. The effect of pitching on the
ship's head is indirectly through the
effect of draft on screw and rudder,
and directly through the heel im-
parted to the ship.
IV. The turnmg effects of wind
and sea are due directly to the pres-
sure they exert on the forward or
after body, and indirectly to their
influence on the ship's speed and
heel.
Each factor, then, affects the
ship's head, in part directly, and in
part indirectlv, in connection with
one or more of the other causes men-
tioned.
Assuming that there is neither
wind nor sea, the features in single
screw ships which produce turning
effects are the screw and rudder.
We shall consider these causes sep-
arately, and the effects of the screw
in particular.
We note first that the screw may
be either right or left-handed.
A ri^ht-handed screw is one
which, viewed from aft, turns with
the sun to drive the ship ahead.
This is the screw in common use on
American vessels, and is the one dis-
cussed throughout this chapter.*
Fig. 1 shows a vessel fitted with
a right-handed screw, an elevation of the screw itself being
given below the plan of the ship.
* The effects of a left-handed acrew are piedaely coatnij to those of a lighi*
handed screw.
i
HANDUNQ VESSELS UNDER STEAM. 411
DIRECT TURNING EFFECTS OF THE SCREW.
The direct turning eflfects of the screw are due :
(a.) To the difference in resistance of the water to the
upper and lower blades ; (6.) To the pressure of the screw
current upon the after body when the engine is reversed ;
(c. ) To the lateral pressure of the screw stream upon the
rudder-post and rudder when the vessel is going ahead.
(a.) I>iilereiice in JEC^eHistsmee :to the
Upper a^Yicl Lo^wer Bla^des. When the vessel
starts slowly ahead, the water acted upon by the blade A,
Fig. 1, presents a certain resistance to that blade. The
water acted upon by the ascending blade D is of gradually
decreasing density, while the lower blade C works in the
most dense and least disturbed medium, and the descending
blade B is gradually meeting an increased resistance. The
resistance to the lower blades being greater than that expe-
rienced by the upper blades, the centre of shaft being the
centre of effort, will incline to move in the direction of least
resistance (the direction of the upper blades, shown by the
arrows. Fig. 1), and as the stem of the ship holds this centre
of effort, it must tend in the same direction, to the right (to
starboard)^ so that the vessel's bow goes to the left (to port).
Moreover, when pushed aside by the lower blade, the
denser strata of water experience a speedier inflow than
water disturbed by the upper blades ; partly owing to the
greater density itself and partly on account of the sharper
nnes of the lower part of the run which permit such quicker
inflow. This is an additional reason wiiy the lower blades
should experience the greatest resistance, and it therefore
increases the tendency of the stern to go to starboard, bow
to port.
If the ship is backing, contrary effects obtain, the stem
going to port, bow to starboard, on account of the differ-
ences of pressure above described.
The wake current^ occasioned by adhesion and friction
when the ship is movmg ahead, dams up the upper surface
of the screw current, checking its motion to the rear. In
many vessels, this surface indraught astern is very notice-
able when the vessel is going at f inl speed. Its effect is to
increase materially the resistance experienced by the upper
blades. The ^^wate" current, therefore, acts in opposition
to the effects due to greater density of the lower water
strata.
The resultant of the unequal pressures on the upper and
lower blades, and hence that part of the direct turning
effect of the screw, depends upon the form and sharpness of
the run, the draft, tne number of revolutions, and the
immersion of the screw.
When the water is just being set in motion, i, e., when
412 HANDLING VESSELS UNDER STEAM.
*
the engine begins to move ahead, the first named cause of
turning effect is at its maximum (unequal densities). When
the speed increases, the second cause (quicker inflow in the
lower strata) attains its maximum, but at the same time the
backing up effect of the screw current upon the upper sur-
face of the screw stream increases with great rapidity.
Great draft and sharpness in the lower part of the run assist
the wake current to equalize the resistance to the upper and
lower blades.
(6.) Elleot ol" Sci^evr Cixirrenit on .A^fler
TJocly in Ufieliingr. When the engine is reversed,
the water thrown by the blades moving over to port ana
downward strikes the lower part of the port side of the run,
while the blades which are rising on the starboard side
direct their stream against the starboard after body at, or
even above the height of the water line. But since at the
last named point the screw current, owing to the greater
breadth of the ship, strikes at right angles to the vessel, it
is therefore of greater effect than the result produced on the
other side, where the current from the descending blades
imninges, upon the sharp form of the lowest part of the run,
and can only exert there a small portion of its strength.
Hence, in backing, the screw current tends to push the
stem to port, bow to starboard. This increases the effects
which we were led to expect under (a) from the difference
in densities, and therefore a screw in backing will have a
greater effect upon the ship's direction than when the en-
gine is working ahead.
(c.) I^reHsnre oi* Sci'ew Cxii^i^e-nt on
Xt'iid-der-post £i.ndL R/Xxdcler. When the eng^e
is working ahead, the blade moving to starboard and down-
ward directs its stream against the lower starboard side of
the rudder-post and rudder ; the blades moving to port and
upward, send their stream against the upper port side of the
rudder and rudder post. As the rudder is usually broader
at the bottom than at the top, and as the stream from the
upward moving blades meets with the least resistance and
distributes itself with the least effect, it follows that the
current from the blades moving downward has greater
influence than the stream from the upward moving blades.
The effect will be greater or less, according as the rudder
happens to be turned toward the blade moving downward and
inward, or toward the blade moving upward and outward.
With the helm amidships, the effect of the screw current
on the rudder-post and rudder, ship moving ahead, is to
turn the stern to poi't, bow to starboard. This effect is
therefore opposed to the results due to the moving of the
screw blades in media of different density, while it unites
with and increases the effects due to the wake current.
The greater the width of the lower half of the rudder in
proportion to the upper half, and the more the after portions
HANDLING VESSELS UNDER STEAM.
413
of the screw blades incline to the rear, the greater will be
the turning effect above noted.
The final resultant of the direct turning effects of the
screw will therefore depend in different ships upon the
relative importance of the elements above described.
II -INDIRECT TURNING EFFECTS OF THE SCREW.
These effects are due to the influence of the screw upon
the steering powers of the rudder :
(a.) By causing the speed of the ship and consequent
way current with its pressure on the rudder ; (6.) By caus-
ing the pressure of the screw current upon the rudder when
the ship is moving ahead ; (c.) By suspending the rudder
effect when the snip is moving ahead with the engine
working astern, the way current being thrust aside by the
screw current.
Of the cause and effect in the first case (a), it need only
be said that the ship's speed itself is affected in turn by the
rudder, speed decreasing as rudder angle increases. There
is therefore here, within certain limits, a reciprocal action.
Under (6) may be noted that the screw current increases
the effect of the way current on the rudder when the ship
is moving ahead. Both screw and way current are strength-
ened by increase in the number of revolutions.
The effect of the number of revolutions on the turning
power of the rudder, as expressed by the time and diameter
of turning in a circle, has been investigated with the Ger-
man corvette " Hertha," with the following results :
In regard to the time of turning. — Change in the number
of revolutions with different rudder-angles, had great influ-
ence on the time of turning :
KUDDER ANGLE.
REVOLUilONS.
>• Minutea
66
9.2
62
46
80
18
10^
9.9
11.5
17.5
87.5
20"
6.4
6.8
7.8
12.5
21.5
Change in the number of revolutions when the engine is
moving slowly is of greater proportionate influence on the
time than an equal increase in number of revolutions when
moving at great speed.
In regard to the diameter of the circle, — ^Change in the
number of revolutions has but slight effect on the diameter*
414 HANDLINQ VESSELS UNDER STEAM.
The ratio of revolutions to diameters as observed in the
" Hertha" at a mean rudder-angle of 20° was as
66 : 62 : 46 : 30 : 18 = 1.21 : 1.17 : 1.63 : 0.97 : 1.
Hence the time of turning varies inversely as the speed,
and the diameter varies directly as the speed. The greater
the number of revolutions the less the time and the greater
the diameter of the circle.
Under (c) it may be said that in vessels moving ahead
the suspension of the regular rudder effect due to a reversal
of the engines will lie more or less complete according to
the relative value of the opposing forces. The screw stream
being thrown forward, tends to push aside and away from
the rudder the way current coming from forward, due to
the ship's onward motion. The re^lar steering effect of
the rudder decreases, while the turnmg effects of the screw
become, in most cases, the controlling force.
Apart from influences due to wind, sea, and pitching ;
the greater the rudder surface and angle, the less the diam-
eter of the screw, the smaller the number of revolutions,
and the sharper the upper immersed part of the run — the
greater will be the steering effect of the rudder. Under
reverse conditions, the greater will be the turning effect of
the screw.
To summarize the results due to the screw alone, we
may say •
1st. That the screw has its greatest effect upon the ship's
head in backing.
2d. That the screw has its least effect upon the ship's
direction when going ahead, and that effect decreases as
the vessel gathers headway. See also note, p. 544.
3rd. That these effects are greatest when the ship's draft
is light, the screw being, however, immersed.
Irtacing'. What is said throughout this chapter of
the screw effect presupposes that the screw is properly im-
mersed. If this IS not the case the effects may be precisely
contrarv to those described. No data obtained for a given
ship at her normal draft can be relied upon when the vessel
IS badly out of trim or very light.
Chief-Engineer Isherwood, U. S. Navy, observes that
inasmuch as the screw current is due to the slip, its strength
and effects will depend entirely upon the amount of said
slip.
The same authority points out the increase in the screw
current, and its consequent effect on the rudder when the
vessel is in very shoal water.
One can scarcely fail to notice the different effect of the
screw motion on the wake when in shoal water, as compared
with the appearance of the water astern when off sound-
ings.
It is to be noted also that the effect of the screw upon
the rudder depends very much upon the distance of the
HANDUNG VESSELS UNDER STEAM. 4IS
latter from the former. If, for any special reason of con-
Btruction, or for the purpose of experiment, the rudder is
8 laced at an unusual distance from the screw, the effects of
le screw current on the rudder will be materially dimin-
Tnmlng Ellfect of the It-iicldei- ^lone.
The rudder, considered apart from
the screw, exercises its usual effect
upon the ship's head, the bow turning
to starboard with a port helm when
going ahead (Fig. 2), and to port
with the same helm when making a
stemboard, the effect of the rudder
being greatest when the ship has
headway.
OoncluHions. Recorded ex-
periments with the Bellerophon, Lord
Warden, Friedrich der Grosse, and
other vessels of great draft, high
speed, and moderate sized rudders,
show that such vessels, when moving
at full speed ahead, have a tendency
to fall off in the opposite direction to
that taken when they are just start-
ing or moving slowly ahead. This is
due chiefly to increased resistance to
theupper blades, produced by the in-
draught of the wake currents.
Such vessels, when backing, usu*
ally take an immediate and decided
sheer, due to the screw effect, but
increased perceptibly by a favoring
helm. If, while backing, the helm
is laid to counteract the screw ten-
dency, it must be done quickly, for
when the ship has once taken the
sheer due to the screw, she may re-
spond but slowly or not at all to the
intended action of the rudder.
In vessels of medium size and
speed, sharp in the upper part of the
nm, and with fair sized rudders, the results to be expected
may be expressed in tabular form, as follows :
410
HANDLING VESSELS UNDER STEAM.
EFFECT OF RIGHT-HANDED SCREWS ON THE STEERING
OF STEAMERS OF MEDIUM DRAFT AND SPEED.
SHIP MOVING. SCREW WORKING.
RKRCLT8.
Ahkad Slow, or Ahead Slow, or
JuBT Startw©. Just Startimo.
1
Screw drives etem to starboard.
Ship answers starboard helm qnickest
Ahbad, Fcix Spbmd.
AsnAO, Full Sfbsd.
Tendency of stem to starboard de-
creascH. and may disappear. See
also fbot-note, page 644.
Aarmir, Fttll Spied.
AsTBBN, Full Spxxd.
Screw draws stem to port
Ship answers starboard helm (for stem-
board) quickest.
1
Ahead.
AfiTUN, Full Speed.
(a.) Helm amidships. Screw draws
stem to port,
(d.) Helm hard^-port Ship's stern ;
goes to starboard.
(c.) Helm bard-a-starboard. .abip^s
stem goe» to port quickly, and to a
large angle.
•
Abtesn.
Ahead, Full Speed.
Screw drives stem to starboard.
Ship answers starboard helm quickest,
and as if under headway.
In such right-handed screw ships the port helm may then
be called the weak helm, and it is so regarded.
For vessels of medimn size, draft, and speed, it seems to
be admitted that —
1st. When the screw is reversed, the rudder will act as if
the vessel were going astern, even thouah she have headway.
2d. When the screw is going ahead the rudder will act
as if the vessel were going ahead, even though she have
sternway,
3rd. The faster the vessel is moving in the opposite
direction to that in which the screw is acting, the less pow-
erful will be the action of the rudder.
Figs. 2 and 3 are designed to illustrate the reverse effect
in the first case ; Fig. 2 snowing the ship's head affected by
the helm alone. Fig. 3 the result of reversing the en^nes.
Figs. 4 and 5 are from the reports of trials made dv Pro-
fessor Reynolds on the steamer Melrose in 1877 and published
in the Engineering. The ship going ahead full speed, her en-
gine being suddenly reversed and nelm put hard a port, the
vessel's head turned twenty-eight degrees to port before the
ship came to a standstill. Bepeating the experiment, but
putting the helm a starboard, tne ship's head turned forty
degrees to starboard before the headway ceased. The
courses taken in both cases being directly opposite to that
which the rudder would have steered the ship under ordi-
nary circumstances.
HANDLING VESSELS UNDER STEAM.
417
Compai^atlve Kfleets of H/ixclder cltiA
Scre^^v. The greatest effect on the ship's head is that of
the rudder when the ship is going full speed ahead ; next
in importance is that of the rudder when the ship is moving
at full speed astern. Of the effects producea when the
engine is working in one way and the ship moving in the
opposite direction, the most important is obtained when the
screw is backing. But even at
its greatest, the reverse effect of
the rudder due to the screw is
often feeble, differing in different
ships, and even in the same ship
under varied conditions of draft.
Should there be wind and sea.
when a danger has to be avoided,
a ship bringing herself to a stand-
still Dj reversal of her engines
should be regarded as partTv at
the mercy of influences which
would be easilv controlled by the
rudder if the snip and screw were
moving in the same direction.
During the interval before com-
ing to a standstill, screw, rudder,
wind, and tide may balance, and
the ship move in a straight line
till stopped, or any one may pre-
dominate, and pernaps cause the
ship to fall off in the very oppo-
site direction from that whicn is
desired.
The ''reverse effect" of the
rudder as described here, is a
general result observed in certain
classes of vessels under stated
conditions. To rely upon that
effect under all circumstances
would therefore be as unreason-
able as to attempt to tack ship by
the same means, whether under
double-reefed topsails in a sea-
way, or under plain sail to royals
in smooth water. Details of absolute accuracy for even one
tyi)e of vessel under varying conditions of wind and weather
have yet to be recorded.
■A.void.ing' I>aiigr^J"®« With a right-handed screw
great caution should be observed in stoppmg and backing,
to avoid immediate danger ahead and to starboard. When
418 HANDLING VESSELS UNDER STEAM.
the engine begins to back the bow tends to fall off to star-
board, and the helm put hard aport may not counteract this
tendency in time to clear the danger. Of course when
moving astern with sufficient speed the helm should over-
come the screw effect, but that may be too late. '
If the wav is open to port, a quick starboard helm, slow-
ing down if necessary, might oe more apt to cariy you
clear.
Were the danger ahead and to port, by porting, reversing
the engine to full speed astern, and quickly shifting the
helm to hard a starboq,rd by the time tne engine begins to
back, screw and helm would combine in their action to
carry the ship's head to starboard, and would probably do so
sufficiently to avoid the danger.
In passing dangerously close bv another ship or other
obstacle, remember that when the helm is put over to pre-
vent collision, it is the stem that moves, and that while the
bow mav be thus saved from touchiuK, the stern may be
fouled ; but that if the helm be quickly shifted when the
bow is just clear, the stem will be thrown out. Many a
" touch-and-go shave " has been thus effected by judgment
and nerve. This is a good practical hint, and one worth
remembering.
Effect of the "Wind, stud Sea on Steam-
ers. The bow of a screw steamer having no headway,
will fall off from the wind. If on an even keel, and the ex-
posed surface is about equal fore and aft, she will lie with
the wind abeam. If by the stem she will bring the wind
abaft the beam.
If the engines of a screw steamer be reversed when head
to wind she will in a short time turn stem to it.
If the engines of a screw steamer be reversed when in
the trough of a sea she will, sooner or later, bring her stem
to the sea.
Stopping-. The distance required by a screw steamer
to bring herself to a standstill from full speed, by the
reversal of her screw, is said to be between four and six
times the vessel's length. The same authoritv * states that
this distance is independent of the power of the vessel's en-
S'nes, or nearly so, depending upon the size and build of
e ship. The statement is probably incomplete. Given
two sister ships cruising in company at the full speed of the
slowest ship ; one vessel having very much better engines
than the otner, and able to steam several knots faster. If
both suddenlv reverse and back at their utmost speed, it
would seem that the ship which can move the fastest astern
will come to a stand sooner than the other.
Oastingf nndei* Steam. An officer knowing
* Report of Proft^ssor Osborne Reynolds and the Committee of the British
Association : ** To investigate the effects of propellers on the steering of vessels.''
HANDLING VESSELS UNDER STEAM.
419
which way his ship tends to turn in backing, takes advan-
tage of that knowledge in paying around to cast, if circum-
stances permit him to choose the direction of the turn to be
made.
To turn in a limited space, put the hehn hard a starboard
and back on the engine, then nard a jport and go ahead, re-
peating the operation until the turn is completed, as shown
m the figure. The bow will swing to starboard, both when
going ahead and astern. •
It would be very difficult under the above conditions to
make the turn to the left without the help of sails or drop-
ping an anchor under foot, for the angle gained while going
ahead would be, at least partially, lost in backing.
STEAM AND SAIL.*
When a steamer goes ahead fast, the vanes are very
deceptive, the wind appearing more anead than it really is.
When in doubt, set the flvinc^-jib as a ''wind feeler," steady
aft the trysail sheet or nauT out the spanker. Should the
latter stand well give the order —
Clear away the fore-and-aft sails !
Man the sheets and halliards ! and when all ready, Haul
taut! Hoist away! Haul aft! Hoist the jibs taut up
and trim down the sheets. Hoist the staysails and trim ait
• One effect of the combination of sail with steam power in propelling a ship,
10 to Increase the efficiency of the screw ; for as it tlien has a part, instead of the
whole of the resistance of the water to overcome its slip is diminished. — Rankinel
420 HANDLING VESSELS UNDER STEAM.
the trysail sheets. Care must be taken that the main-top-
mast-staysail does not catch fire from the smoke stack.
Should tne wind draw aft you may try the foresail, and if
that stands well, get all the canvas on ner that will draw to
advantage, excepting the mainsail, which, on account of
the smoke stack, remains furled, with its cover on, or is
unbent.
Note. — When making sail on a steamer, the senior engi-
neer should be duly informed with regard to the engines
and fires. Heavy banks are such that the fires may be
spread and steam got up in a little while: light banks re-
quire more time to get ready.
To Tack £L Steamer. Under canvas and steam,
should it be required to tack ship, proceed as if under sail
alone ; if going very fast, slow down before luffing around,
otherwise the sails as they fetch aback, may bring too great
a strain on the fore-and-aft stays. When you "let go and
haul," ring to go ahead fast.
To X^eduee Sail. If ordered to furl sail and
proceed under steam, send down to the engineer to get up
steam,* raise the smoke stack and lower the propeller, ham
up and furl the mainsail, and put the cover on or unbend
it. Fill the fire-buckets aloft. When steam is up, call,
Shorten sail I take in and furl everything, put the covers
on and ring to go ahead.
When under steam be particularly cautious not to allow
ropes to tow overboard, and in heavmg the lead^ care noiust
be taken that the line does not foul the propeller. Send the
light yards on deck, point the other yards to the wind or
brace them sharp up. The topsail yards w;iil soon take
against the lee rigging, thereiore sway tjiem up about
one-third and clap jiggers on the lifts ; haul all the rigging
taut.
To 3f ake Sail on a Steamei*. If ordered
to let the steam go down and make sail, send the necessary
directions to the engineer, and set all the drawing sail,
including the mainsail, as soon as the smoke stack is out of
the way.
>v eather Helm. A screw ship under canvas is
said to carry more weather helm than a sailing vessel, be-
cause the water passes along aft, on the lee side, and finding
the screw aperture, passes through it ; and thus offering less
resistance permits the after part of the vessel to sag to lee-
ward, and tne forward part to approach the wind, a tendency
which the weather helm is called upon to check ; further-
more, it is not only the water which actually impinges upon
the rudder which turns the ship ; the check receive by the
water from the rudder is communicated to the water before
HANDLING VESSELS X7NDER STEAM, 421
it for some distance, and this effect is entirely lost with the
narrow stern-post of the screw.
DIFFICULTY OF TACKING A SCREW-SHIP UNDER SAIL.
In tacking, as lon^ as a sailing ship has headway, the
water coming along tne weather side of the bottom strikes
the rudder and assists to turn the ship ; but, in a vessel with
a screw aperture, the water meets a constant current coming
from the lee side through the screw hole caused bv the lee
wav the ship is making, and the side movement of the stem,
ana is consequently carried off with it at a considerable
angle from the line of keel without touching the rudder
at all.
In tacking steamers under sail alone, in addition to
checking hea^ braces, flowing head sheets, or even hauling
down head sails, it is a very common practice to brace
around the crossjack yards when the vessel is within a point
or two of the wind, before hauling the main yard. The
object is to throw tne stem in the direction to be taken iH
paying off on the new tack, and thereby bring the wind on
the (new) weather bow. Such counterbracing is of course
adopted only when it is taken for granted that the vessel
cannot be brought around without a stemboard.
EMERGENCY SIGNAL TO ENGINE-ROOM.
As a rule, when steaming ahead at full speed the signal
made to the engine-room, when it is desired to stop the
engine, is first to *^ slow " (one bell), and then to " stop (two
befls).
Similarly when the engine is reversed, to go ahead the
signal will be first made to stop (two bells) followed by one
bell to go ahead.
In case of an accident, however, the required final signal
is made at once, without intermediate signals, and as this
should never be dorie excepting under such circumstances,
the very fact of making "stop" from **full speed'' consti-
tutes a signal of emergency and it should be obeyed with
the least possible delay.
3Ia.nL Overl3oai»d.« Under steam. Stop and back.
Lower boat when in best position to rescue man.
Under steam and sail. Hard down the helm. Stop and
back. Take in light sails if necessary, trim yards to assist
in backing towards the man ; lower boat in best position
for rescue.
In both cases, observe the usual precautions about low-
ering a boat when making sternway.
422 HANDLING VBSSELS UNDER 8TBAM«
HeA^ingf to foi* Sounding', under steam.
In moderate depths, slow down or heave to, either he€ui or
stem to, as convenient. In great depths, stem to.
Ha.ixdliiig' Vessel under* ^testm and
Sail in S<^xialls« Luff and shake her, or. if too heayj,
hard up, brail up spanker, and put her before it, Koing
ahead at full speed, — the steam power in this case enabling
the vessel to pay off with the desired rapidity.
Bad >> eathei* ixndei* Steam. If in a
steamer of sufficient power, heave to head to sea with no
sail set, using a sea anchor if desirable. Some steamers,
notably lon^ merchant steamers of recent construction,
heave to with the wind on the quarter, engines going ahead
slowly. But it would be unsafe, probably, for shorter
steamers to do so.
A full powered steamer should be able to run before any
sea.
Steamers hove to under sail alone, will vstry greatly as
to the amount of canvas spread and its disposition, but the
conditions to be fulfilled are usually the same in all cases,
viz.:
First, To show enough canvas, if possible, to ensure
steerage way.
Second, To dispose it so as to counteract too great a ten-
dency to fall off.
Modern steamers are often undersparred. so that any one
sail is comparatively small when the immersed longitudinal
section is considered. Moreover, the steamer has greater
proportionate len^h than the ola fashioned sailing vessel,
and a greater tendency to fall off.
The inference is that steamers will heave to under
canvas with a greater number of sails and with more after
sail than a sailing vessel of older model.
Hence we find many steam men-of-war heaving to under
close reefed main topsail, main trysail, and storm mizzen
or reefed spanker ; the fore storm staysail being bent, but
not always set. Others will hold on to the close reefed fore
topsail as long as possible, in addition to the above canvas,
to ensure the necessary steerage way.
Sending down the lieht yards and masts, whether under
steam or sail, will greatly relieve the ship in heavy weather.
TAKING IN TOW AT SEA.
(a) There is a fresh breeze blowing, and A is wholly dis-
abled, or nearly so. B steams along the weather side and
throws a heaving line, if prudent, then puts helm hard a
starboard, and stops when she can maintain her position
HAl^DLINO YBSSBLS UNDBR STEAM.
423
on the bow of A, for some little time. If it be desirable to
send a boat with a heaving line she is in a good position for
doing so.
(&) It is blowing a moderate gale. A is totally disabled,
ana m the trough of the sea. B dare not lower a boat, but
slinks a water-tight empty cask to the end of the deep
sea lead line. She steams up on A's weather quarter at a
safe distance, veering or hauling in line to brine the cask
alongside of A. B then puts his nelm hard a starooard, and
holds his position till the towline is fast on board of A.
(c) There is a heavy sea, and A is under control. B
steams ahead at a safe distance, head to wind. A barrel,
full of holes, is slun^, and the rope paid out until alongside
of A. The barrel being full of holes will sink to the water's
edge and will not be affected by the wind. A cork fender
and grate bar may be used instead of the barrel.
(cQ Cahn and smooth sea.
A is disabled. B steams along
her port side and throws a
heaving line, puts helm hard
a starboard, stops and hauls
hawser on board.
(e) In a seaway. A has
rudder disabled, but motive power is good. B wisnes to help
her into port. B takes hawsers from A's quarters. A tows
<^^zp
<i / ° "/ ~
^^TjfeZ/
and B steers. By this disposition, both steamers being large
full powered vessels, B can steam at least at half speed, thus
relieving A of that much work. If A were being towed, she
would take rank sheers at short intervals, obliging B to slow
424 HANDLING VESSELS UNDER STEAM.
or stop to prevent parting towlines. Moreover, if B were to
tow, A could not use her engines.
If A is a small low powered vessel and B much larger
and more powerful, B might tow A with short towlines from
both quarters.
Ohat-isiiig'. The chaser will steer a course slightly
converging to that steered by the chase ; taking the bearing
by compass and measuring the angle subtended by the
masts. By constantly keeping the cnase on the same com-
pass bearing, the chaser will attain the chase in the shortest
time possible, and by the shortest route.
If the course steered by the chase is more advantageous
than that steered by the chaser, the latter can steer a parallel
course to take the same advantage, until he arrives as near
as possible (that is, abreast of him), and then steer a course
to cut him off. Make sail when it will draw.
The vessel chased should employ every means to retard
the time of being overtaken. A few cables' lengths more
may suffice to save the chase ; because a fog, an injury to
the chaser, or night coming on, may enable him to escape.
Should the cnaser be a sailing vessel, the chase will
steam directly to windward.*
OolliHlon* Close all watertight doors. •
On a collision taking place when on sotmdings, it is gen-
erally best for the weathermost ship to anchor.
When two ships are becalmed near each other, either
send the boats of Doth to tow the lighter, or of the one that
lies in the most favorable position (with reference to swell)
for being moved ; or else, run warps out from the Quarter
of one to the bow of the other, or vice versa, and botn may
thus be sprung ahead and steered clear of each other.
To Anclioi* a Stea^niei*. Ordinarily this is
accomplished as follows : Steam in, "slow down" in good
time, and, when near the berth determined on, stop the
engine ; as soon as headway ceases, and she commences
going astern, let go the anchor and veer to the proi)er scope.
With an ebb tide, anchor " head on," and the tide will carry
the vessel astern fast enough to take her chain. If a flood
tide, the vessel should be sheered with the helm, and the an-
chor dropped so that she may not overrun her chain. When
there is not enough wind or tide, reverse the engines, let go
the anchor, and back till the required scope is laid out
straiglit.
"Fifteen or twenty minutes before coming to anchor,
the chief engineer should be informed of the lact, so that
the fires can be allowed to bum down, and the pressure of
steam to fall to such an extent that the necessity of blowing
* For Ship's Papem, see Appendix N.
I
HANDLING VESSELS UNDEB STEAH.. 425
off is avoided. By this means the ereat nuisance of blow-
ing off steam is not only obviated, out there is a consider-
able saving of fuel, the fires being permitted to bum down
sufficiently low to supply only the amount of steam required
while working the engines by hand, rendering it much
easier also on the firemen (whose duties on any occasion are
arduous enough), by having a very light instead of a very
heavy fire to haul." *
Due notice should also be given before stopping to sound,
or stopping for any purpose whatever. The observance of
this rule is quite important.
On entering a narrow channel with the flood tide, a
steamer could not "round to," but would have to anchor
"end on," and swing to the tide ; but if waiting for high
water, intending to pursue her way up, she would have to
anchor by the stern to keep pointed fair.
If after entering a narrow channel a steamer should find
herself compelled, bv the discovery of heavy batteries, or
the appearance of the enemy in superior force, to go out
again, the quickest way to wind the vessel would oe by
dropping and swinging to an anchor; then, as soon as
Eointed, heave up or slip, making all preparation before-
and.
Should the ebb tide be running, make use of a kedge, and
anchor by the stem, giving the vessel a sheer with the helm,
that the tide may catch her on the bow and sweep her
around. On the fiood, let the kedge go from forward to
wind her, availing yourself of the nelm, jib, spanker, and
en^ne, as circumstances admit.
w'hen ascending rivers where the turns are short, the
engine should be "slowed down," or stopped, just before
coming to a bend, to prevent reaching over to the further
shore ; and when going up against a strong ebb tide, in such
a river, for example, as theriscataqua, ST. H., the engine
must be stopped, and should that prove insufficient, an
anchor must oe let go in the bend to permit the vessel's head
to swing to the new course. When pointed right, weigh
and stand on. This is an extreme case, however.
Young officers are liable to forget the great use of the
jib and spanker in turning a steamer ; they are often indis-
pensable.
IVfooring- to a Buoy. Steam up to moorings
slowly, keeping steerage way. If there is no wind, keep
the buoy a little on the starboard bow, and when the en-
gfines are reversed the bow will fall off, bringing the buoy
ahead, t If the wind is on the port side, the buov should be
brought more off the starboard bow, as she will swing off
more rapidly when the engines are reversed.
* Practioal Notes on the Steam Enprine, by J. W. King, Chief Engineer, U. S. N.
t References are exclusivelj to right-handed screws.
4::^6 BAin>LING VESSELS UNDER STEAM.
If the wind is on the starboard side, steam directly for
the buoy, if the force of the wind will balance the tendency
of the bow to fall off to starboard when the engines are re-
versed.
If obliged to moor with fair tide or wind directly aft,
great care should be taken not to overrun the buoy. A
boat should be lowered to carry the warp when the en-
gines are reversed. Do not lower the boat too soon or she
may be left astern.
In approaching moorings from to leeward, and with wind
and tide so strong as to make it difficult for the boat to pull
to windward with a whole warp aboard, the boat may be
lowered in good season and given time to reach the buoy.
Boat to carry a short towline and a heaving line. Having
secured one end of the warp to the buoy and bent the heav-
ing line to the other end, the boat awaits the arrival of the
steamer, and at the proper moment pulls for her, tossing
the heaving line when within range.
Larg[e steamers frequently find it very difficult to get
clear of their moorings in a crowded harbor. When the
wind serves, the jib will be of great assistance ; otherwise,
the slip rope may be veered out as far as practicable and a
broad sheer given with the helm or propeller.
The slip rope should be rove from forward aft, and the
end secured well abaft the hauling part, so that when cast
off it will fall clear. A steamer's bow may be brought back
to the buoy under very embarrassing circumstances by the
end of the slip rope overriding the hauling part.
If the vessel overrides the buoy and there is a probability
of fouling the propeller, the engine should be stopped at
once. There will be a possibility of its going clear, and if
not, there will be a fair chance of no damage resulting. If
the vessel is head to tide, or wind, there is still a chance of
clearing when she gets a sternboard in the act of swinging.
If this fails, a strong hawser from the bow made fast to the
buoy and taken to tne capstan would probably clear it, par-
ticmarly if there were not much tide.
IWCooring- at a ^WTiarf • To make a successful
landing at a wharf it is necessary to know the action of the
tide or current. If by chance there should be neither tide,
current, nor wind, it becomes a comparatively shnple matter.
To moor at a wharf, slack water and calm. There is an
advantage in approaching a wharf on the port hand, for if
the bow should be pointing too much for the wharf a few
turns back on the engine would swing her off, whereas were
it on the starboard side the bow would be carried still more
towards it. As soon as the wharf is approached, heaving
lines are thrown ashore and bow and stern Unes run to piles.
If the vessel does not come up to the wharf promptly, make
the stern line fast and give the engines a turn ahead, taking
HAKDLINO VESSELS UNDER STEAM.
427
in the slack of the bow line. Then back and take in the
stem line.
If it is a smooth water berth and clear gangways are
desirable, the bow and stem lines may be used as springs
and breast lines passed out as shown in the figure.
A wharf should be approached with a head tide when
practicable. The bow fast would then be run out and the
vessel dropped alongside. If the tide be weak a turn of the
screw will assist. The stem fast and springs may then be
passed out.
If there he a fair tidey the stem fast should be got out
first and a turn taken, when the vessel will drop alongside.
If there he an eddy setting in the opposite direction to the
current it must be allowed for.
The most dangerous eddy is one setting directly toward
the wharf. In this case as little drift as practicable should
be allowed, as there is danger of bringing up with great
force against the wharf.
The most vexatious eddy is that which sets directly out
from the wharf. In this case the vessel must reach her
position under good headwav, the engines be reversed
promptly and headway stopped. The fasts must be gotten
out as quickly as possible, and the vessel gradually sprung
alongside by going ahead and astern alternately and taking
in the slack of lines.
When the propeller cannot be worked it is frequently the
custom to veer the bow fast well out and haul the stern to
the wharf, the bow fast is then hove in by the capstan or
windlass and the bow brought to the wharf. It is easiest to
get the ship alongside in this way, there being less resist-
ance (owing to the lesser draft) forward, and the capstan is
handy for heaving the bow in.
To moor at an exposed wharfs where there is a heaiy
swell, making it unsa^
to lie alongside. In such
cases mooring buoys
are commonly placed in
X)osition broad oflf the
wharf. Run in between
the buoys and the
wharf, and run one
4t8
HANDLING VBBdBLB UNDER STRAM.
warp from the bows to the wharf and one to the corres-
ponaing buoy. Hold the vessel in i>osition by means of
these and the propeller, and run other fasts. The springs
should be double, and run at about equal angles. It will be
seen that if the vessel surges on or on ahea^ or astern she
will bring an equal strain on springs and bow and stem
fasts.
Hauling in to a wharf from moorings in the stream. A
vessel ridinfi^ to moorings in the stream and wishing to haul
alongside the wharf would run a bow warp ashore and
make another fast to the mooring buoy. Veer on the latter
and walk away with the shore warp. Keep the tide ahead
or on the offshore bow by means of the helm. The stem
fast should not be run out until near the wharf, and should
not be hauled in until the bow is in position, providing there
be tide enough to keep her pointed.
Men-of-war having been hauled alongside a Navy Yard
wharf generally use the fixed moorings prepared for the
berth at which they lie, as shown in the figure.
The offshore cable A is taken in through the offshore
sheet hawse pipe.
The offshore quarter mooring B is taken to the mooring
shackle under the mizzen chams : C and D, the inshore
moorings, are similarly secured. There may be also addi-
tional breast fasts, as at E and F.
The ship is kept clear of the wharf, which is the side on
which the moorings are usually the tautest, by means of
spur shores as in the figure. These consist of heavy spars,
the inshore end supported on trucks. The outboara end
is made to bear against the ship's side by a chain passine
through a score in the heel of the shore, or better tnrou^n
the shore itself between the ship and the trucks, so that the
chain will not foul the latter. The ends of the chain are
secured to piles ; a tackle may be clapped on one end of the
chain.
The outboard end of the spur shore should take upon a
saucer himg from the ship's side. This outer end should
HANDUNO
UNttBS BTEAJL
have a bolt on top for a tackle, to hang the shore if the ship
is forced from the wharf ; also used to haul the spur shore
into position.
Hauling- into a. Dr-y T>ocl<. The ship at
A has her bow warp run to the nead of the dock and for-
I
]
430
HANDLING VESSELS UNDER STEAM.
ward breast lines fast to piles. A tug has a line to A's port
quarter and is in the act of pointing her. This is done at or
near slack water.
At B the ship is nearly in the dock. Her bow warp, with
which she is hauling in. is fast to a pile at the head of the dock;
Forward and after oreast lines or check lines are fast to
Eiles. The vessel is kept in position by slacking these check
nes from time to time. They are passed up the dock from
pile to pile as the vessel advances.
Ba.ekiiig' a. Ik^essel into a. Slip. Steamboat
men acquire great skill in handling their boats about
^
"y^.
•
^^^
-c
V.
^..^^
^^^5^^^^^
^^^^^^^'^^^^^^^^m^f^.M,
wharves, by availing themselves of the
properties of the spring and the power
\^ of tne engines.
^^^ - Let A represent a fixed point. By
steaming ahead it is evident that the line AB will spring the
ship^s head around in the direction of th,e dotted line.
In the same manner, by backing, will AB^ spring her
stern around the point A as* a centre.
Again, let it be required to back a steamer into a narrow
slip. By the use of a quarter spring on starboard quarter, and
backing the engines, the ship may be made to turn on her
centre as in the above cut. A line from the starboard bow
carefully tended prevents her from* swinging oflf too much.
Should it be required to get the ship A to the wharf at B,
back the engine, when the starboard bow line will bring the
HANDLING VESSELS UNDER STEAM. 431
ship alongside the wharf, and by checking the line hand-
somely, she may be brought to the berth required.
Taking- a Vessel In To^w^, In Fort. Tugs
when towing in strong tideways or crowded harbors always
make fast alongside the tow, and usually as far aft as pos-
sible.
Before the tug comes alongside, make preparations on
board the tow by getting out fenders, unshipping gangway
ladders, tending braces, running in guns, and topping up
boats as may be necessary. Have hands stationed to re-
ceive the heaving lines.
The lines used by the tug are the towline proper, or
springy from the bow of the tug to the quarter of^ the tow ;
tne bow line, from the bow of the tug to a point well for-
ward on the tow ; also two breast fasts from the bow and
quarter of the tug to points directly abreast on the tow. In
backing, the bow line has a good lead to ^ive the necessary
sternboard to the tow. In giving a rank sheer with the
helm, the bow, or quarter, breast fast (as the case may be)
will keep the tug in position and prevent her sheering away
from the tow.
If the screw of the tug is ri^ht-handed, she will make
fast to the port side of the tow, circumstances permitting.
In this position the tug will make a much straighter
sternboard if obliged to back, and in going ahead under port
helm (the weak helm) she will control the tow more effect-
ually than if on the starboard side.
In towing a vessel of the Trenton class in the East River
a tug of the Catalpa size (200 tons) would use an 8-inch
spring, 8-inch bow line, and 6-inch breast fasts. The same
tug, towing the Galena, would not need larger lines than
6-inch for spring and bow line.
The method of towing alongside is not used at sea, unless
in very smooth water. In attacks on fortified places it has
been used to great advantage.
If it is desired to tow from ahead, the tow having been
notified, will send her hauling lines aboard when you have
taken up a position ahead. Steamers have bitts to make
fast their tow ropes. The vessel towed will take them
either to the bitts or capstan.
In taking a vesyel in tow from an anchorage, the towing
steamer may be "orced to anchor ahead of the ship to be
towed, and the latter will first heave up (the hawsers being
secured), and then the towing steamer.
The latter when ahead should use a bridle. The bridle
lessens sheering, which might result in carrying away the
dolphin striker or head stays.
434
HANDLING VESSELS UNDER STEAM.
of the centre of gravity and the angle ACT is the drift
ancle.
The value of the drift angle varies considerably in dif-
ferent vessels and in the same vessel under different con-
ditions of speed and helm angle. In the Thunderer, for
example, with a constant helm angle but with varied speedy
the angle was as follows :
Spied on Straight
1
Dbitt Axqim
Knots.
Dbgbvbb.
Bow.
Smor.
8.2
9.4
10.4
11.14
S}
df
^i
^i
1860
1265
1240
1240
1410
1845
1840
1840
The drift angle increases :
(a.) With increase in speed when the helm angle and
rudder area are constant.
(6.) With rudder area and helm angle, speed being con-
stant.
In any given time the head of the ship must have turned
through an angle from the original course which exceeds
the angle turned through by tne centre of gravity, by a
quantitv equal to the drift angle.
In Fig. 2, if P is the foot of a perpendicular from the
centre O upon the middle line of the ship A B, then to an
observer on board, P will appear to be the "pivot point"
about which the angular motion of the ship is being per-
formed ; for the keei line A B coincides with the tangent to
the path of the point P, which is not true of any other point
on tne keel line. Hence, at P, there is no drift an^e.
In the case of the Thunderer, the pivot point r varied
from 67 to 103 feet before the centre of gravity, or from
80 to 40 feet from the stern. As the speed and arift angle
increased the pivot point moved forward.
To the drift anc^le is due the loss of speed sustained by a
ship in turning. In several cases where this loss has been
carefully measured, the speed of advance on the circular
path has been only seven or eight tenths of the speed on the
straight. The drag of the rudder has little to do with this
loss of speed.
Glancing once more at Fie. 2, it will be evident that at
each instant while the propelling force is delivered alone or
parallel to the keel line tne actual motion of the vessel in
tumine is not directly ahead, but sideways.
In tact, the motion bears a considerable resemblance to
that of a vessel sailing on a wind, and there is a consider-
able pressure developed on the side of the bow most distant
Handling vessels under steam. 435
from the centre O. This pressure not only checks the speed
of the ship, but exercises a decided turning effect, assisting
the pressure on the rudder. The importance of this assist-
ance will appear more clearly when it is remembered that
owinp to tne rotary motion of the vessel while turning,
the now of water at the stern is different, even in screw
steamers, from that which would take place before the
angular motion became marked. In fact, the effective
hehn angle becomes very much reduced from the angle
RBD, Fig. 2, which the rudder makes with the keel line AB,
produced. We have no exact data for estimating the
amount of this reduction, but it approaches to equality with
the drift angle for the rudder axis JB. If OB is ioined, and
BQ drawn perpendicular to it, then the effective helm angle,
according to this rule, should be taken as approximately
equal to BBQ, and not to DBR, or a reduction of at least
one-half from the angle made with the keel line, even in
single-screw ships. Approximately^ the pressure on the
rudder may be expressed as a function of the speed of the
ship, and tne sine of the effective angle of helm ; so that
the loss of rudder pressure consequent upon such a reduction
in the effective angle as is asserted to take place will be
very considerable. Apart from exact measures of the reduc-
tion, there can be no question as to the fact ; and it is one
of the matters upon which further experiments might well
be made. With the assistance of a dynamometer to register
the strains on the tiller end when the helm is first put over,
and after the turning motion has become uniform, it would
be an easy matter to discover the variations in the effective
helm angle if the revolutions of the engines and speed of
the ship were also observed.
XXeeling-* The amount of heeling which accompanies
turning is credited generally to the rudder pressure, whereas
that e^ect maj in most cases be neglected in comparison
with the centrifugal force.
A fair approximation to the angle of heel for a ship in
turning is given by the following equation :
32 m R
where B = angle of heel, *
V = speed of ship in feet per second^
R = radius of circle turned (in feet),
m= "metacentric height" — ^height of transverse
metacentric above centre of gravity,
d = distance of centre of gravity above centre of
lateral resistance.
In the Thunderer, the centre of lateral resistance was
found to be from .43 to .49 of the mean draught below the
water line ; probably a fair approximation for war ships of
436 HANDLING VESSELS UNDER STEAM:
ordinary form would be from .45 to .5 of the mean draught.
From the foregoing equation it will be seen that—
The angle of heel varies :
1^ Directly as the square of the speed of ship ;
%\ Inversely with the metacentric height ;
3) Inversely with the radius of the circle,
ence it is obvious that ships of high speed, fitted with
steam steering gear, capable of turning on circles of com-
Earatively small diameter, are those in which heeling may
e expected to be greatest. Moderate values of the meta-
centric height further tend to increase the heeling. If the
speed be doubled, the angle of heel will be about quad-
rupled, if the radius of the circle turned and the metacentric
height remain constant.
ft is important to notice, that in taking observations of
the an^le of heel for a ship in turning, allowance must be
made tot the effect of the centrifugal force upon the indica-
tions of pendulums or clinometers. The error of indication
is always in excess, and the correction is very easily made
when the diameter of the circle and time of turning have
been ascertained.
As the guns of a ship may be laid for simultaneous firing
by director when the ship is on a straight course and on an
even keel, and fired when the ship is under the infiuence
of her helm, it may be of considerable importance to
know what heel is to be expected for a given speed and
helm angle, to adjust the director and lay the guns accord-
ingly.
Uelm. A^ng-les. Other things being equal, the ra-
pidity with which a ship turns increases as the time of
putting the helm over is diminished, and the diameter of
the circle is also infiuenced. In the case of a British ship,
where other conditions were almost unchanged, a steam
steering gear was fitted, and the time in putting the helm
hard over reduced from ninety seconds to twenty seconds.
The time occupied in turning the circle was reduced from
eight and one-half minutes to a little over seven minutes,
and the diameter of the circle was reduced from 970 yards
to 885 yards.
Before steam steering gear became common, equipoise
rudders furnished the best means of putting a large rudder
area over quickly to a great angle. But now that me-
chanical appliances are available, ordinary rudders huns at
their forward edge are once more preferable, because they
are less liable to derangement and more suitable for use in
ships having sail as well as steam power.
Other things being equal, the turning effect of a rudder
increases with an increase in the helm angle up to 40° or 46°
with the keel line.
As illustrating the latter point, Admiral Sir Cowper Key
found that the ''Delight" gunboat behaved as recorded
HANDLING V£S8fiLS UNDEB STEAM.
437
in the following table when the helm angle alone was
varied :
Hblm Anols.
Tim OF TUBHIMG
Full Cibclb.
DrAvmxB ov
CmcLB.
10"
20"
80"
40"
3' 52"
3' 18"
2' 67"
2' 47"
615 feet.
405 "
275 *'
205 "
Lieutenant Coumes, of the French navy, gives the follow-
ing results for the ironclad corvette victorieuse, for an
initial speed of about twelve and one-half knots :
Hiuf Anoli.
Tun or Turnino
Full. COLCUt.
,
DlAMBTEB OF
ClBCLS.
7"
14^
21"
27"
82i"
9' 48"
6' 60"
5' 50"
6' 20"
5' 20"
1 .060 meters
933 "
750 "
572 "
476 "
Commander E. M. Shepard, of the U. S. S. Enterprise,
reported the following for an initial speed of eight knots,
bemg two-thirds power :
HkUI AVGLBfl.
Tnra OF TuBNore.
Taotioal Diaxbtbb.
16"
82"
7' 35"
6' 33"
1,624 feet
1,464 "
Tactical and. Final I>ianieterH. At pres-
ent the published information of the ratio of tactical to final
diameters is very limited, but for all practical purposes the
determination oi tactical diameters is the more important.
With manual ppwer and ordinary rudders the tactical
diameter for large ships has been found to vary between six
and eight times the length of the ships.
For small vessels, where manual power suffices to put
the helm over rapidly and the speed is low, the diameter
falls to three or five times the length. For very long and
swift torpedo boats, with manual power and small angles of
helm, the diameter for full speed is as much as twelve times
the length, and for half speed about four to six times the
438 HANDLING VESSELS UNDER STEAM.
length. With manual power and balanced rudders the
diameter for large ships has been reduced to four or five
times the length ; and nearly equal results have been ob-
tained with ordinary rudders worked by steam or hydraulic
steering gear. About three times the length is the minimum
diameter ever obtained in large ships turning under the
action of their rudders.*
E^fieet of* T^vin Scre^w^s. Twin screws are
now adopted in all the large war ships, and their efficiency
as propellers recognized. But they have the further ad-
vantage of enabling a vessel, by reversing one of her
screws while the other drives her ahead, to turn in a
very small circle, almost in her own lengtn. The rate of
turning is often slow under these circumstances, but the
Eower of giving rotation to a ship practically destitute of
eadway and with a rudder possibly disabled, is of great
value.
With regard to the turning effect of twin screws when
working in opposite directions, in deep-draft ships the time
occupied in turning is usually greater than the time for
turning the circle with both screws working ahead at full
speed ; whereas for shallow-draft ships the corresponding
difference in time is small. For example, in the Captain,
the time for circle at full speed ahead was five minutes
twenty -four seconds ; that for circle with screws working
in opposite directions, six minutes fifty-two seconds. In
the shallow-draft gunboats of the Medina class, on the other
hand, the full-speed turning trial gave about three minutes
six seconds for the circle, and with screws working in oppo-
site directions the time was only three minutes thirteen
seconds. It will be obvious that in the shallow-draft ships
the ratio of the moment of resistance to rotation to the
turning moment of the screws is much less than the corre-
sponding ratio for deep-draft ships.
With ordinary rudders the use of twin screws does not
appear to interfere with the efficient action of the rudder
when both screws are working ahead, as compared with
that in single-screw ships ; but experience has snown that
equipoise rudders are not desirable features in twin-screw
snips. With steam or mechanical steering gear the use of
equipoise rudders is, on other grounds, not preferable ; so
that this feature in the use of twin screws is of compara-
tively small importance.
I^xei*eises undei* Stectm. Steering trials made
during the service of a ship at sea enable officers to gauge
the enective performance of their vessels under variea con-
ditions of wind and weather, speed and helm €tngle. The
* The methods sug^jrested for lueasarinff the diameters of drdee will be
found in Appendix L. together with the results obtained for the '* Tenneflsee."
" Quinnebaug/' and ''Enterprise."
HANDLING VESSELS UNDER STEAM. 431)
value of such knowledge cannot be over-estimated. On the
subject of turning trials an eminent authority * is quoted as
saying that a table of turning powers is no less necessary to
a ram than a range table to a gun. But exercises in ma-
noeuvering should not be confined to the describing of
circles and determining of tactical diameters.
CHAPTER XXXI.
GETTING ON SHORE-LEAKING-HEAVING DOWN.
When a Tessel strikes, the first step is to brace aback
if on a wind | to clew up and furl everything if before
the wind, and if under steam, to reverse the engine. It may
be possible, if she has struck on a sand-spit or knoll, to force
her over into deep water, otherwise she snould be hove off as
site went on. The navieator should be at once despatched
to sound around the snip, and the boom-boats be hoisted
out. Carry out the stream-anchor and bring the cable to the
capstan. Have careful hands in the chains by the lead to
watch if she moves. Heave round and try to get her oflf.
If she does not start, move the guns and men as necessary
to change her trim. If this fads, send out a bower anchor
and chain. While the boats are carrying out the anchor,
send down the upper yards and top-gallant masts, and pre-
pare to start the water and provisions. If still impossible
to move her, start water, heave overboard guns and shot
(supposing there is no hope from higher tides), and all
heavy weights. The guns should be carried clear of the ship
and buoyed, with buoy-ropes strong enough to weigh*them.
Construct rafts out of spare spars, to carry provisions,
water, &c. Of course, if small vessels can be procured they
will be used. While lightening the ship a good strain must
be kept on the cables by which the ship is to be hove oflf.
This IS very important, and every time the purchases are
observed to slack up, they should be set well taut again. In
case the anchor comes home, back it with the stream.
Do not commence to lighten the ship until an anchor has
been planted and a good strain hove on the cable, lest she
go further on.
If a vessel is aground forward, shears may be raised over
the bows, the heels resting on the bottom and the leg[8 long
enough to reach well above the bows : the object being to
lift her by means of a heavy shear-head purchase. This
method was once successfully tried with the United States
sloop-of-war " Vincennes," but would not answer with any
but the smaller class of ships.
Another instance is mentioned of a ship having run stem
on very hard, and after unavailing efforts to get her oflf,
hung on a rock abaft the foremast. AH weights were run
aft ; balks of timber were placed athwartships forward of
440
GBTTINO ON SHORE. 441
the place where the ship hung, and projecting through the
ports ; perpendicular shores were placed under these from
the grounct ; stages slun^ to the balks, and wedges prepared
for driving between their outer ends and the shore-heads.
Opportunity was then taken of the first increase of water to
set up the wedges, remove the after weights and heave in
on the purchases at the same time. On tnis the ship started
immediately ; and, by a repetition of the same process of
leverage, was completely cleared of the rock.
Vessels draw much less water when hove keel out than
when upright or heeling over. It is related that a certain
vessel had been driven so far up on shore, in a heavy gale
and unusually high tide, as to oe considered irrecoverable,
and was sold for the mere value of her timbers ; the pur-
chaser floated a scow alongside of her at high water, and
hove the vessel keel out by ner masts, and then warped the
pair into deep water.
If the tioe commences to fall while the vessel is still
aground, she must be shored up to prevent falling on her
broadside. The spare fore and main topmasts may be used
for this purpose. Weight their heels with kentleage, beiul
on guys to place them, and let their heads take beneath the
fore and main chains. Should she rest too heavily on the
spars, send out kedges to the opposite side, and bringing the
hawsers to the mastheads, set them taut to steady her.* At
the next high tide try her a^ain. If a steamer can be pro-
cured, let her tow in the direction you are heaving. If a
ship is at hand to assist, she may anchor near, and, taking
a hawser from you, heave at the same time.
When the vessel first strikes, and the sails are hove
aback, or the engine reversed, the officer of the deck should
send men in the lower rigging to shake the ship, sally from
side to side, or move the guns aft quickly. Tnese means
often suffice to get the ship off.
If a ship bilges, all furtner efforts to get her afloat are of
course abandoned. The first step in this case is to get the
boats out, and then to keep her upright, saving as much of
her effects as possible.
Ships sometimes get hard and fast after grounding, from
neglecting to lay anchors out before lightening.
In some cases, the water close under the stern is too deep
for anchoring.
It is reported that the bower anchors of an English man-
of-war, that had grounded in the St. Lawrence, were trans-
ported over the decks ; and, being let go from the quarters
with a purchase on each, which was carried to the bows, the
ship was hove off.
H. B. M. steamer '^ Gorgon," of twelve hundred tons and
three-hundred-and-twenty-norse-power, was driven on shore
* Unnecessary with a flat-floored ship.
37
44:^ QVmSQ ox SHORE.
in a gale, near Montevideo., and imbedded in the sand to a
deptn of nearly twelve feet. Camels were constmcted on the
spot, tanks made water-tight by introducing feamauRht and
lead within their lids. !^ilers were hoisted out and made
water-tight^ and these, with casks, &c. , affording altogether a
buoyancy equal to three hundred and sixty-seven tons, were
secured under the ship by means of cables passed round the
bottom. These appliances, together with screws, and heavy
purchases leading to anchors planted astern, being duly pre-
Sared, the ship, on the tide mling the dock that had been
\ig about her, was rescued from her perilous condition.
" The whole operation presents a picture of united energy
and skill to which maritime records afford no paralleL''
" The details of these operations have been narrated by one
of the * Gorgon's ' officers, not only as an account of the
means used to restore the ship, but likewise to point out to
the young officer to what advantages the cjualities of peree-
verance and forethought may be applied, if duly cultivated
in early life."*
The dimensions of one of the camels, whose buoyancy
was equal to sixty-two tons, is as follows :
Length 38 feet.
Height 7 " 4 inches.
Breadth at top 5 " 10 "
'' bottom 10 " 4 "
The planking was three-inch fir, doubled at the edges,
and nailed on over seven frames, each nine inches bv five.
Cases have been related where officers have thought-
lessly given the order, on the ship grounding, to let go an
anchor. The impropriety of this is obvious, for there is
great danger of the ship striking on it and bilging. For the
same reason when guns are thrown overboard, care should
be taken that they oe not placed where there is a possibility
of the ship striking on them.
When a ship has touched lightly or run into soft mud, a
moderate-sizea anchor and hawser run out astern and hove
taut, may suffice. Then all that is requisite is to loosen her
in her bed. This may be done by running in the guns on
one side, and sending all hands on the opposite siae to list
her ; by letting the crew sally from side to side by the stroke
of the bell, or, as has been successfullj^ tried on board
the practice-ships, by manning the lower rigging and caus-
ing the crew to shake together.
If badly ashore, be careful not to bring the heaving-off
cables over the stem, so that they may have a tendency to
bear it down and press her heel on the Dottom. Should both
bowers be planted astern, bring the cables to the quarters
outside, where hang them ; now lash to them your heaviest
* Recovery of the " Gorgon," bj Captain Key, R. N. This little work may
be found in t&e Library of the Naval Academy, and is well worth reading.
OBTTING ON SHORE. .443
blocks, say the cat, and toggle the fish block to the forward
main deck port, also outside ; reeve a hawser for a fall, and
bring the naulinK part from the cat in through an after
port each side, taking one to each capstan, or use one cap-
stan and a deck tackle. This gives a oetter lead.
SHIP ON SHORE. WEATHER FINE.
THERE BEING MUCH RISE AND FALL OF TIDE.
Out boats and plant stream in best direction. Hoist out
spare spars, and commence shoring up as rapidly as pos-
sible, as she will be left high and dry at low water. As soon
as well shored up and spars lashed and cleated, close all the
ports and secure them.
Should it be a coral or rocky bottom, her safety will de-
pend in a great measure on keeping her upright. Besides
the spare spars take as many from aloft as possible ; remove
all weights from aloft, and run the guns in to a taut breech-
ing. Get all weights from the side to the centre of the ship
and lash them.
The finer the ship's bottom the more the danger to be
apprehended from her heeling, and consequently the more
the care required in shoring up.
If a full-bottomed ship, and one with a great deal of
dead-rise, were both to get on the same rugged shore, the
latter, supposing both to be kept upright, would stand the
better chance, as she would rest on her keel alone, while the
former would rest on her fioor ; if the two ships were heeled
over and striking hard, the full ship would be in danger of
bilging, while the sharp ship's lee side will be water-borne,
ana the ship striking on her Keel.
Should both ships be left high and dry on "a hard"
without shoring up, the full ship would be left nearly up-
right while the other would probably be lying on her oeam
ends. This is a critical position for a strong ship, and ex-
tremely dangerous for an old one.
In the matter of heaving off, the sharp ship, by taking
the ground in fewer places and causing less friction, would
give less trouble than one with a long, flat floor.
The foregoinjf remarks show the importance of officers
being familiar with the model, or '' lines " of their ship.
444 OBTTINO ON SHORE.
LEAKS.
Water passes as the square root of its altitude ; that is,
if we suppose equal holes to be made in the bottom of a
vessel at one foot, four feet, nine feet, and sixteen feet be-
neath the surface of the sea, the water will rush in the holes
with a velocity equal to the square root of their respective
depths. If, for example, 1 represents the velocity with
which it enters the first hole, the numbers 2, 3, and 4, will
represent the velocity with which it enters the oliiers.
After the water has risen in a vessel, it will rush in all
the covered holes with the same velocity, regardless of their
depths, which velocity will be representea by the sq[uare
root of the difference between the level of the water within
and without the vessel.
Suppose a ship drawing twenty feet to spring a leak six-
teen liet below tne water line, or four feet from the bottom
of the vessel. The velocity with which the water enters this
leaJc is represented by 4 ; but when the water has risen in
the vessel, say eleven feet, the water will then enter with a
velocity = \/20— 11 = \/9 = 3 ; when the water has risen
sixteen feet, the velocity will be represented by V4^= 2,
etc. Hence it will be seen that although the pimips may
not gain on the leak at first, yet they may do so after the
water has risen inside the t-essel above the leak.
In order to discover the locality of a leak, it is recom-
mended to steer in diflferent ways. If the leak increases
when ^oing ahead at full speed, it is probably forward,
otherwise it is abaft. If it neither increases nor aiminishes,
it may be on either side ; which may be discovered by going
on different tacks.
Upon springing a-leak the pumps are at once manned
and kept going. The carpenter then endeavors to discover
it, and on doing so will stop it if possible from the inside.
The hold or fore-peak may have to be broken out for this
purpose. Sometimes by listening attentively, the noise of
the water rushing in will betray its locality.
If the leak cannot be got at in any other way, and is a
dangerous one, a sail may be " thrummed " and placed over
the hole from outside.
Sails are thrummed as in making a mat. They are got
over the bows, and hauled close up over the opening by
guys and tackles. The most expeditious way to thrum a
sail is to pour on hot pitch, and then tread oakum over it.
Should the leak be on one side, and near the water line,
the ship may be hove about or listed ; when the carpenter
may get at it and nail over sheet lead, or planking lined
with f earnaught.
As already stated, collision miats are supplied to all
ships, and the crews regularly exercised in using them«
GETTING ON SHORE. 445
It is of course advisable, whenever possible, to stop leaks
from the outside. Many ingenious devices have been re-
sorted to for this purpose, when the ordinarjr methods of
thrummed sails, mats, etc., have been unavailing.
The U. S. steamer '* Proteus," in one of the olockading
squadrons, was fitted with a chute for discharging ashes
through the bottom of the ship. This consisted of an iron
cylinder with the lower end bolted to the bottom of the
vessel and the upper end, a little above the water line,
closed with a tightly-fitting plate when not in use ; the plate
moved in and out by a lever, as required.
In a gale of wind the bottom fastenings of this cylinder
commenced to work adrift, and a dangerous leak was de-
veloped at the lower end of the chute.
To stop the leak, the vessel was hove to, a wooden shot-
plug was secured to the end of a rope, and just inside the
shot-plug a small line with a deep-sea lead attached was
connected to the same rope with a squilgee toggle, a line
from the toggle being retained inboard. Shot-plug and lead
were lowered through the chute, tending the tripping-line
of the toggle. When enough rope had been paid out, the
squilgee toggle was pulled out oy its tripping-line. The
lead went to the bottom, the shot-plug floated up alongside,
was grappled from the surface and taken inboard. Using
the rope as a marrying line, a heavier line was hauled
throu^n the chute, and when its outboard end reached the
deck it was made fast to a suitable plug formed of mat-
tresses, hammocks, etc. By manning the other end of the
line the improvised plug was hauled under the ship and
tightly jammed in the bottom of the ash-chute, stopping the
leak and probably saving the ship from foundering.
It is obvious that the reason for not using the heaviest^
line at first was that the shot-plug would probably not have
floated it.
On board a merchant ship an extensive leak in a seam
was eflfectually stopped, from outboard, as follows : The
vessel being hove to, a rough bag was formed out of a tar-
paulin with a broad flap cut in one side, loosely stitched on
and the edge connected with a tripping-line, led to the
deck. The oag being filled with sawdust, the mouth was
sewn up and the bag drawn by lines passing under the keel
to the vicinity of the leak, with the flap side nearest the
ship. The flap being torn open by the tripping-line, the
sawdust worked out and, mingling with the water, effectu-
^y closed the seam.
This method was successfully applied on board the
XJ. S. S. Independence at Mare Island in overcoming an
annoying leak in the run of the vessel.
As an instance of closing serious leaks from inboard, the
case of the "Worcester" may be mentioned here. This
vessel, when flag-ship of the North Atlantic squadron,
446 GETTING ON SHORE.
worked the Kingston valve entirely adrift from its fasten-
ings during heavy weather, the result being that a solid
stream of water nearly a foot in diameter commenced pour-
ing in to the ship. Until some two or three feet of water
were in the hold, all eflEorts to close the leaJc were unavail-
ing, but finally a nine-inch shot (with its diameter suitably
increased bv wrapping in canvas) was rolled over the orifice
of the leak by men up to their knees in the water. Assisted
by the back pressure of the water in the vessel, two or three
hands could Keep the shot in place until it was secured there
by a cross-piece of timber, one end of which was placed
under one of the boilers, and the other end wedged down by
a shore from under the berth-deck beams.
Should a vessel be found to leak very badly, she may, if
in the vicinity of land, be beached, as a last resort ; or, if
near a harbor, be run in and put aground to keep her from
sinking in deep water.
If in danger of going down, anchors, guns, &c., must be
hove overboard, boats hoisted out, and rafts constructed for
carrying men, provisions, and water.
No rules can be given for such cases. Much denends
upon the example of coolness and energy set by the officers,
and the general state of discipline. Much, too, depends in
all emergencies upon the professional abilities of officers,
their practical knowledge and fertility of resource.
The student is referred for accounts of shipwrecks, for
the various means of rescuing people from stranded ships,,
for constructing rafts, &c., &c., to the professional works
with which the Naval Academy library is so generously
supplied.
JHEeavlng' I>owii. When vessels have sustained
injury in their bottom, and there are no opportunities for
.docking, recourse is then had to heaving down. Tackles
are brought from the mastheads to the shore, or to another
vessel, and these being hove on, turn the bottom up out of
the water.
The following notes were taken at the heaving out of
the United States frigate ** Brandywine," at the Navy Yard,
Brooklyn.
The wedges of the fore and main masts were knocked
out, and the masts got entirely over to the weather partners,
the stays were also set up afresh, two extra pairs of shrouds
were got over each mastnead, and set up to dead eyes tog-
gled with a long strap to the main deck ports. (These
shrouds were taken forward of the masts so as to equalize
the strain between the forward and after shrouds.) Two
small chains were middled and eyes formed in the bights,
which were well parcelled ; one was put over the mainmast
head, and the other over the fore ; the ends were taken in
through the air ports abreast the respective masts, and well
set up to stout Spanish windlasses, which were rigged on
GETTING ON SHORE. 447
the berth-deck in the securest manner possible ; great care
was taken that all the shrouds, extra snrouds, and chains,
bore an equal strain.
Strong shores were placed against the heel of each mast,
with their other ends leading up to the junction of the
berth-deck beams to the side, where they were well wedged ;
these were to windward, and were to counteract the ten-
dency of the heel going out of the step to windward when
the strain of the purchases was felt to leeward ; other
shores had their upper ends resting against that part of the
under side of the berth-deck which is directly over the
keelson ; the lower ends rested on the skin of the nold to lee-
ward about midway between the keelson and the ends of the
berth-deck beams, where they were firmly wedged ; these
were to support the body of the ship when down on her
side.
Five bolts, three and a quarter inches in diameter at the
large ends, and two and a quarter inches at the small ends,
were driven through the side of the ship abreast of each
mast, about one foot above the berth-deck, and well secured
at their inner ends.
The camels or bolsters (being large frameworks of timber
to protect the channels from the heels of the shores, and
strong enough to bear the strain), were hoisted up by the
?3ndant tackles and strung abreast the masts to windward,
he shores were of white pine, seventy-five feet long, nine-
teen inches square at the heel, and thirteen and a half
inches at the head, with a mortice cut through at each end ;
two were used for each mast, and they were got aloft by
having a large three-fold block lashed at the masthead, and
a purchase rove of a five and a half inch manilla fall ; the
lower block was lashed to the shore about one-quarter from
the head, and thus each leg was hove up separately to wind-
ward; the masthead lashing was of new well-stretched
four-inch rope, ten turns of which were passed through the
mortice, round and round, and ten more crossed ; the heels
resting over the camels, were spread so that one might be as
much forward as the other was abaft the mast, were gam-
moned to the bolts in the side with different sized white
rope, after which the gammonings were well frapped
together ; three spare shores were lashed between the mast
and each shore (making six for each mast), at equal dis-
tances, and belly lashings were hove on in the same
places.
With so much weight on one side, the ship heeled con-
siderably, to counterbalance which, water-casks were lashed
on the opposite side, and filled, which brought her upright
again.
A large and a small purchase were used for each mast ;
the large purchase-blocks were four and a half feet in
length, the small ones two and three-quarters ; the upper
448 GETTING ON SHORE.
blocks for the former were lashed to their respective mast-
heads, above the shores, with seven turns or a nine-inch
manilla lashing, the upper blocks of the latter were lashed
on with five turns of tne same stuflf ; the lower blocks with
their leaders strapped with a long and a short leg were tog-
gled to the spar in the pits.
Three crabs were placed for each mast, one for each pur-
chase, the third as a backer for the large one ; these crabs
were secured to anchors planted in the ground, which were
also assisted by pigs of iron.
An anchor, to which the stream cable was bent, was
planted in the water abreast the mainmast, the cable oppo-
site the fore purchase was secured to a pile at a convenient
distance abreast the foremast ; both cables were taken
under the keel through the spar-deck ports, and stout tackles
clapped on them ; the breast fasts were slacked and the ship
hove off a sufficient distance by the cable, after which all
was secured.
A pair of small but stout sheers, with a figure-of-eight
head lashing and head guys, was raised near each pit and
relieving tackles attached to the heads ; a relieving tackle
was also hooked to bolts in the wharf opposite to each mast
and then to the gammoning bolts : the falls were rove, and
the ship was steadied by them ana the relieving tackles.
All the ballast was now got out and placed over the spar
which ran through the pits, and to wnich the lower pur-
chase blocks were toggled; the berth-deck was scuttled
abreast the main hatchway, to leeward, and pumps rigged
there ; the ship was caulked thoroughly, the lee gun-deck
ports closed in and caulked also, together with the air ports
and scuppers.
All moveables were passed ashore, and the falls rove, the
large falls were of eleven-inch manilla rope, the small one
of eight-inch manilla rope ; the purchases were three-fold ;
saddles, with rollers, were placed under the falls from the
leaders to the crabs, and every precaution taken to prevent
chafe ; a spar-maker was stationed at the partners when heav-
ing, to see when and how much the masts came over ; the
main came to within two inches of the lee partners, and the
fore touched gently. As the mast-heads got below tne sheer-
heads on the wharf, the relieving tackles from the sheer-
heads were hooked to stout straps around the mastheads ;
when keel out, the falls were well stoppered and bitted to
the crabs, the relieving tackles hauled taut and shores put
under the mastheads to assist the relieving tackles; the
purchase falls were well covered with tarpaulins.
Every night the ship was righted, and on Saturday night
the falls were unrove ; previous to her being hove down the
next day the frappings of the gammonings were always
hove taut.
The starboard forward main swifter parted in heaving
GBTTING ON SHORE. 449
down the first time, which was the only accident which
occurred.
In cases where the vessel has been dismasted, or where
it would be impossible to procure suflScient length of pur-
chase falls, &c. , the bottom is turned out of the water by
means of spur derricks. H. M. S. ** Success," for instance,
was thus repaired. The upper ends of the derricks were
cleated on the ship's side, the lower, to which the purchase
blocks were lashed, were secured from rising by turns of
the chain cable, that were passed under the bottom from
the opposite side, being steadied by guys led from forward
and ait.
The after bearings of the ** Croesus," a screw ship of
twenty-five hundred tons, were, in the absence of a dock,
recently repaired by means of a caisson, which, when
placed, enclosed the heel of the ship from the foremost
stem post aft.
It was formed sloping at the fore part from the base to
the top, and suflBciently open at that part to admit the heel,
the dmiensions being twenty-two feet at base, fifteen feet
at top, twenty feet in depth, and nine feet in breadth. Dis-
placement about one hundred tons. It was sunk by loading
it with chain cable, which was removed when the caisson,
was drawn forward into position by guys. The caisson was
kept free by constantly working two seven-inch pumps ;
the stem of the ship being raised in consequence nineteen
inches.
CHAPTER XXXII.
UNITED STATES LIFE-SAVING SERVICE.
Prepared by Lieutenant C. H. McLellan, U. S. R. C. S., Assistant Inspector
Life-Saving Stations, under the direction of the General Superintendent.
GENERAL INFORMATION.
Life-saving stations and houses of refuge are located
upon the Atlantic and Pacific seaboard of the United States,
the Gulf of Mexico, and the lake coasts.
Houses of refuge are located exclusively upon the Florida
coast, where the requirements of relief are widely different
from those of any other portion of the seaboard.
All life-saving stations on the Atlantic and Gulf coasts
are manned annually by crews of experienced surfmen
from the 1st of August to the 31st of May following, in-
clusive.
Upon the lake coasts the stations are manned from the
opening until the close of navigation, and upon the Pacific
coast they are manned the year round.
All life-saving stations are fully supplied with boats,
wreck guns, beach apparatus, restoratives, etc.
Houses of refuge are supplied with boats, provisions, and
restoratives, but not manned by crews ; a keeper, however,
resides in each throughout the year, who, after every storm,
is required to make extended excursions along the coast,
with a view of ascertaining whether any shipwreck has oc-
curred and finding and succoring any persons that may
have been cast ashore.
All stations are provided with the International Code of
Signals, and vessels can, by opening communication, be re-
ported; obtain the latitude and longitude of the station,
where determined; information as to the weather proba-
bilities in most cases; or, if crippled or disabled, a steam
tug or revenue cutter will, if requested, be telegraphed for
to the nearest port where facilities for telegraphing exist.
All services are performed by the life-saving crews with-
450
UKITED STATES LIFE-SAVING SERVICE. 451
out other compensation than their wages from the Govern-
ment, and they are strictly forbidden to solicit or receive
rewards.
Destitute seafarers are provided with food and lodgings
at the nearest station by the Government as long as neces-
sarily detained by the circumstances of shipwreck.
The station crews patrol the beach from two to four
miles each side of their stations four times between sunset
and sunrise, and if the weather is foggy the patrol is con-
tinued through the day.
Each patrolman carries Coston signals. Upon discover-
ing a vessel standing into danger he ignites one of them,
which emits a brilliant red flame of about two minutes'
duration, to warn her off, or, should the vessel be ashore, to
let the crew know that they are discovered and assistance
is at hand.
If the vessel is not discovered by the patrol immediately
after striking, rockets or flare-up lights should be burned
on board, or, if the weather be foggy, guns should be fired
to attract attention, as the patrolman may be some distance
away, on the other part of his beat.
Masters are particularly cautioned, if they should be
driven ashore anywhere in the neighborhood of the stations,
especially on any of the sandy coasts, where there is not
much danger of vessels breaking up immediately, to remain
on board until assistance arrives, and under no circum-
stances should they attempt to land through the surf in
their own boats until the last hope of assistance from the
shore has vanished. Often when comparatively smooth at
sea a dangerous surf is running, which is not perceptible
three or four hundred yards offshore, and the surf, when
viewed from a vessel, never appears so dangerous as it is.
Many lives have unnecessarily been lost by the crews of
stranded vessels being thus deceived and attempting to
land in the ship's boats.
The difficulties of rescue by operations from the shore
are greatly increased when the anchors are let go after
entering the breakers, as is frequently done, and the chances
of saving life are correspondingly lessened.
INSTRUCTIONS.
XZ^esciae ^wlth. the Llfetooat oi* Sixrf-
l>ocit« The patrolman, after discovering your vessel
ashore and burning a Coston signal, hastens to his station.
for assistance. If the use of a boat is practicable either the
large lifeboat is launched from its ways in the station, and
proceeds to the wreck by water, or the lighter surfboat is
452 UNITED HTATE3 LIPE-SAVINU SERVICE.
hauled overland to a point opposite the wreck and launched, ,
as circumstances may require.
Upon the boat reaching your vessel the directions and
orders of the keeper (who always commands and steers the
boat) should be implicitly obeyed. Any headlong rushing
and crowding should be prevented, and the captain of the
vessel should remain on board to preserve order until every
other person has left.
Women, children, helpless persons, and passengers should
be passed into the boat first.
Goods or baggage will not be taken into the boat under
any circumstances until all persons are landed. If any
be passed in against the keeper's remonstrance he is fully
authorized to throw it overboard,
Xt.e»cue witli the Breeches Buoy oi*
I_jlfe Cai". Should it be inexpedient to use either the
lifeboat or surfboat recourse will be had to the wreck gun
and beach apparatus for the rescue by the breeches buoy or
the life car.
A shot with a small line attached will be fired across
your vessel.
Get hold of the line as soon as possible, and haul on
board until you get a tail block with a whip or endless line
rove through it. This tail block should be hauled on board as
quickly as possible to prevent the whip drifting off with the
'set of the current or fouling with w^reckage, etc. Therefore,
if you have been driven into the rigging, where but one or
tw6 men can work to advantage, cut the shot line and nm
it through some available block, such as the throat or peak
halliards' block, or any block which will afford a clear lead,
or even between the ratlines, that as many as possible may
assist in hauling.
UNITED STATES LIPE-SAVIXG SERVICE. 4fi5
Attached to the tail block will be a tally board, with the
following directions in English on one side and French on
the other :
"Make the tail of the block fast to the lower mast, well
up. If the masts are gone, then to the best place you can
find. Cast off shot line, see that the rope in tne block runs
free, and show signal to the shore, "
The above instructions being complied with, the result
will be as shown in Figure 1.
As soon as your signal is seen a three-inch hawser will
be bent on to the whip and hauled off to your ship by the
life-saving crew.
If circumstances will admit you can assist the life-saving
crew by manning that part of the whip to which the hawser
is bent and hauling with them.
When the end of the hawser is got on board a tally
board will be found attached, bearing the following dirft;-
tions in English on one side and French on the other:
"Make this hawser fast about two feet above the tail
block; see all clear, and that the rope in the block runs
free, and show signal to the shore,"
These instructions being obeyed, the result will be as
shown in Figure 'Z.
Take particular care that there are no turns of the whip
line round the hawser ; to prevent this, take the end of the
hawser up between the parts of the whip before making it
fast.
When the hawser is made fast, the whip cast off from
454 tINITBD STATES LIFB-SAVING SBBVICB.
the hawser, and jonr signal seen by the life-saving crew,
they will haul the hawser taut, and by meana of the whip
will send off to your ship a breeches buoy suspended from
a traveler block, or a life car from rings, running on the
hawser.
Figure 3 represents the apparatus rigged, with the
breeches buoy hauled off to the ship.
If the breeches buoy be sent, let one man immediately
get into it, thrusting hia legs through the breeches. If the
fife car, remove the hatch, place as many persons in it as it
will hold (four to six), and secure the hatch on the outside
by the batch bar and hook, signal as before, and the buoy
or car will be hauled ashore. This operation will be re-
peated until all are landed. On the last trip of the life car
the hatch must be secured by the inside hatch bar.
Fig.3.
In many instances two men can be landed in the breeches
buoy at the same time, by each putting a log through a leg
of the breeches and holding on to the lifts of the buoy.
Children, when brought ashore by the buoy, should be
in the arms of elder persons or securely lashed to the buoy.
Women and children should be landed first.
In signaling, as directed in the foregoing instructions,
if in the daytime, let one man separate himself from the
rest and swing bis hat, a handkerchief, or his hand; if at
night, the showing of a light, and concealing it once or
twice, will be understood; and like signals will be made
from the shore.
UNITED STATES LIFE-SAVING SERVICE. 458
Circumstances may arise, owing to the strength or set of
the longshore current, or the danger of the wreck breaking
up immediately, when it would be impossible to send off
the hawser. In such a case a breeches buoy or life car
will be hauled off by the whip, or sent off to you by the
shot line, and you will be hauled ashore through the surf.
If your vessel is stranded during the night and dis-
covered by the patrolman, which you will know by his
burning a brilliant red light, keep a bright lookout for
signs of the arrival of the life-saving crew abreast of your
vessel.
From one to four hours may intervene between the burn-
ing of the light and their arrival, as the patrolman may
have to return to his station, perhaps three or four nfiiles
distant, and the life-saving crew draw the apparatus or surf-
boat through the sand or over bad roads to the place where
your vessel is stranded.
Lights on the beach will indicate their arrival, and the
sound of cannon firing from the shore may be taken as
evidence that a line has been fired across your vessel.
Therefore, upon hearing the cannon, make strict search
aloft, fore and aft, for the shot line, for it is almost certain
to be there. Though the movements of the life-saving crew
may not be perceptible to you, owing to the darkness, your
ship will be a good mark for the men experienced in the
use of the wreck gun, and the first shot seldom fails.
RECAPITULATION.
Remain by the wreck until assistance arrives from the
shore, unless your vessel shows signs of immediately break-
ing up.
If not discovered immediately by the patrol, burn rockets,
flare-up or other lights, or, if the weather be foggy, fire
guns.
Take particular care that there are no turns of the whip
line round the hawser before making the hawser fast.
Send the women, children, helpless persons, and passen-
gers ashore first.
Make yourself thoroughly familiar with these instructions,
and remember that on your coolness and strict attention to
them will greatly depend the chances of bringing you and
your people to land.
The Coast Sig'na.I Sei*vice. There is now
(June, 1898), in operation a system of signal stations ex-
tending from West Quoddy Head, Maine, to the Mexican
border, all connected by wire with the Navy Department.
It also has the co-operation of the Lighthouse Service, Life-
'' 156 RESTORINU THE APPARENTLY DROWNED.
Saving Service, and Weather Bureau. Vessels passing any
of the stations o£ the above services ftre requested to signal
by iDteroational code any news they may have of sighting
suspicious craft or fleets at sea. Any cautionary news such
as the knowledge of an enemy in these waters will be com-
municated to passing vessels that come within signal dis-
tance. A list of the stations of this service will be furnished
on application, but they are at all prominent points on the
coast, and may be known by the following distinguishing
signal hoisted on a ninety-foot signal mast, viz, :
Quiet days, six-foot drum shape.
Breezy days, international letter "P."
Night lanterns, white, red, white, in a vertical hoist.
Most of the prominent lighthouses, as well as the life-
saving stations, have telephonic connection with the coast
signal stations, and are equipped with the international
code flags and book.
DIRECTIONS FOR RESTORING THE APPARENTLY
DROWNED.
Rule I, — Arouse the patient. — Unless in danger of freez-
ing, do not move the patient, but instantly expose the face
to a current of fresh air, wipe dry the mouth and nostrils,
rip the clothing so as to expose the chest and waist, and
" ' ufMiyXw* sw»no»
ced la aulcleil.
give two or three quick, smarting slaps on the stomach and
chest with the open hand. If, however, there is reason to
believe that considerable time has elapsed since the patient
KHSTOKINQ THB APPARENTLY DROWNBD. 467
became insensible, do not lose further time by practicing
Rule f, but proceed immediately to Rule II. After loosen-
ing clothing, etc., if the patient does not revive, then pro-
ceed thus:
Rule II. — To expel water, etc., from the stomach and
chest. — (See Fig, I.) — If the jaws are clinched, separate
them, and keep the mouth open by placing between the
teeth a cork or small bit of wood ; turn the patient on the
face, a large bundle of tightly rolled clothing being placed
beneath the stomach, and press heavily over it for half a
minute, or as long as fluids flow freely from the mouth.
RuLf III. — To produce breathing. — (See Fig, II.} — Clear
the mouth and throat of mucus by introducing into the
Ibe poallloD md action of Uie operator, In ilteraatel; prodactng artillclBl
eiplniUon and impintlon of «lr.
throat the corner of a handkerchief wrapped closely around
the forefinger; turn the patient on the back, the roll of
clothing being bo placed beneath the body as to raise the
pit of the stomach above the level of any other part. If
there be another person present, let him, with a piece of
dry cloth, hold the tip of the tongue out of the corner of
the mouth (this prevents the tongue from falling back and
choking the entrance to the windpipe), and with the other
hand grasp both wrists and keep the arms forcibly stretched
hack above the head, thereby increasing the prominence of
the ribs, which tends to enlarge the chest. The last-named
two positions are not, however, absolutely essential to suc-
cess. Kneel beside or astride the patient's hips, and with
the balls of the thumbs resting on either side of the pit of
the stomach, let the fingers fall into the grooves between the
short ribs, so as to afford the best grasp of the waist. Now.
using your knees as a pivot, throw all your weight forward
458 BBSTOBIKG THB APPARENTLY DROWNED.
on your hands, and at the same time squeeze the waist be-
tween them, as if you wished to force everything in the
chest upward out of the mouth; deepen the pressure while
you can count slowly one, two, three; then suddenly let go
with a final push, which springs you back to your first
kneeling position. Remain erect on your knees while you
can count one, two, three; then repeat the same motions as
before at a rate gradually increased from four or five to
fifteen times in a minute, and continue thus this bellows
movement with the same regularity that is observable in
the natural motions of breathing which you are imitating.
K natural breathing be not restored after a trial of the bel-
lows movement for the space of three or four minutes, then
turn the patient a second time on the stomach, as di-
rected in Rule II, rolling the body in the opposite direction
from that in which it was first turned, for the purpose of
freeing the air passages from any remaining water. Con-
tinue the artificial respiration from one to four hours, or
luitil the patient breathes, according to Rule III; and for
awhile, after the appearance of returning life, carefully aid
the first short gasps until deepened into luU breaths. Con-
tinue the drying and rubbing, which should be unceasingly
practiced from the beginning by the assistants, taking care
not to interfere with the means employed to produce breath-
ing. Thus the limbs of the patient should be rubbed always
in an upward direction toward the body, with firm grasping
pressure and energy, using the bare hands, dry flannels
or handkerchiefs, and continuing the friction under the
blankets or over the dry clothing. The warmth of the body
can also be promoted by the application of hot flannels to
the stomach and armpits, bottles or bladders of hot water,
heated bricks, etc., to the limbs and soles of the feet.
Rule IV. — After-treatment — Externally: As soon as
breathing is established, let the patient be stripped of all
wet clothing, wrapped in blankets only, put to bed com-
fortably warm, but with a free circulation of fresh air, and
left to perfect rest. Internally: Give whisky or brandy
and hot water in doses of a teaspoonf ul to a tablespoonful
according to the weight of the patient, or other stunulant
at hand, every ten or fifteen minutes for the first hour, and
as often thereafter as may seem expedient. Later mani-
festations : After reaction is fully established there is great
danger of congestion of the lungs, and if perfect rest is not
maintained for at least forty-eight hours it sometimes occurs
that the patient is seized with great diflSculty of breathing,
and death is liable to follow \mless inmiediate relief is
afforded. In such cases apply a large mustard plaster over
the breast. If the patient gasps for breath before the mus-
tard takes effect, assist the breathing by carefully repeating
the artificial respiration.
RESTORING THE APPARENTLY DROWNED. 459
Note. — Dr. Labordette, the supervising surgeon of the
hospital of Lisieux, in France, appears to have established
that the clinching of the jaws and the semicontraction of
the fingers, which have hitherto been considered signs of
death, are, in fact, evidences of remaining vitality. After
numerous experiments with apparently drowned persons,
and also with animals, he concludes that these are only
signs accompanying the first stage of suffocation by drown-
ing, the jaws and hands becoming relaxed when death
ensues. * This being so, the mere clinching of the jaws and
semicontraction of the hands must not be considered as
reasons for the discontinuance of efforts to save life, but
should serve as a stimulant to vigorous and prolonged efforts
to quicken vitality. Persons engaged in the task of re-
suscitation are, therefore, earnestly desired to take hope
and encouragement for the life of the sufferer from the
signs above referred to, and to continue their endeavors ac-
cordingly. In a number of cases Dr. Labordette restored
to life persons whose jaws were so firmly clinched that, to
aid respiration, their teeth had to be forced apart with iron
instrimients.
* The muscular rigidity of death (rigor mortis) occurs later, after the tem-
porary relaxation here referred to.
APPENDIX A.
ROPE-MAKING.
Ih rope-making, the fibres of hemp, not averaging more than three and a
half feet in length, must necessarily be overli^ped among themselves and com-
pressed together so as not to be drawn apart. The requirod compression is given
by twisting, the fibres being continuously drawn out together, fi'om a bundle, in
the right quantity to produce the required size of (hrSid or yam. Yams are
then combined by twisting, and form a strand; three or four strands, by twisting,
form a rope, and three or four ropes, a cable. These successive steps, in each of
which the twist is reversed, cause the strain to be more equally difiused among
the fibres than it would be if these were laid together in sufficient quantity at
once and twisted, and moreover, the alternating directions given to the twist in
the several operations, cause the different portions to bind upon themselves, and
form a permanently firm bundle. The fibres only once twisted, make but a loose
bundle, which, though decidedly stronger than the same quantity made into a
hard-twisted rope, is not so durable nor so well adapted to the ordinary purposes
of rope.* The actual loss in strength, bv twisting, as found by trial, is about one-
third the fiill strength of the fibre ; its loss in length, fiiom the same cause, being
also one-third.
Rope is made in long buildings called rope-walks, and the process may be
described briefly as follows:
Hemp, the material commonly used, is first hackled, or combed out, to
remove the dust and tow. The hackle consists of a strong board, holding in a
vertical position long steel prongs shaiply pointed and polished. Tne hackling is
done by hand.
The " preparation machines " prepare the hemp still further for spinning into
yam by a finer process of hackling. First is the *' spreader," a macnine having
two endless chains fitted with gill-bars and gill-pins (steel teeth), which combs or
straightens out and evens the nbres. The spreader is fed with the hackled hemp
at one end, and throws it out in a " sliver " from the other. From the spreader
the sliver is passed through two or more " drawing-fiames,*' by which it is drawn
down still more, and the fibres still further combed out straight^ the sice of the
sliver being reduced at each step. The drawing-fiame is similar to the spreader,
but has only one chain. The sliver is now passed to the spinner, where it is spun
into yam, and at the same time reeled upon a bobbin. A recent improvement in
the spinner, tubes the yam, rendering it smoother and more even than any pro-
cess yet devised, leaving little to be desired in the manufacture of rope. The
yam is spun right-handed. The size of the yam varies according to the kind of
rope for which it is intended. Ihrtiea — so-called because forty yams will just
fill a half-inch tube — are for the finer kinds of rope ; ttoenties, requiring twenty
to fill the tube, are for cables, hawsers, etc. From the spinning-room the bobbins
oontaining the yarn are taken to the tar-house, where they are placnl in frames
conveniently arranged with reference to the tar-box. This is a long box filled
* The wlMs whldi oompose tbe cables of the But Rirer Suspension Bridge (N. T.) are not
** lild-iq>,** or twisted, but are ran straight end bound together.
401
463 ROPE-HAKI»Q.
1 temperature oT 220° F. b;
tbe bobbins in the (rame
through two or more guide-platea working in a vertiCBl plane over the tar-boi,
and coHTenient for lowering iDto tbe tar; thence to the farther end (between
metal roUere, which press out and return to the box the superfluous tar) on to a
larTs wooden drum to cool them ; through fsir-ieaders, aitd finaltj to a fresh aet
of bobbins, where they are wound up with the utmoBt regularity.
Ringing is so much exposed to moisture and heat that hemp would soon
deca; if not protected. Tar, though reall; injurious in its effects upon the hemp
fibre, hu been found indispensable to its general preservation. Tbe weight d'
ROPE-UAKmo. *eii
HiS'B. tbe yam ia increaaed from «zteeii per oent
to twenty per cent, b; the amount or tar
recmired.
The bobbina containing the tarred jam
now go to the laying-ground, for hading
down, or maldng mto strands. The laying-
ground, where the rope is laid up, occu-
pies the enUre length of the rope-walk.
The yams for the strands, Rpnerally three in
Dumber, are led from the bobbins, in Fig.
A, through holes bored in coucentric circles
», Fig. B, tfaenoe through a tube adapted to the eise of the strand,
4M BOPB-MAKma.
aad attached to a hiwlc on tlic end or a spindle in a movable machine like a car,
called the farmer, Fig. C.
There is a plate, tube and hook for each stnmd ; and the number of jsxns to
a strand is regulated by the size of the intended rope. All being ready, the
machinery is put in motion, when the former is drawn down the wajlc, and the
yarns, as they are hauled through the tubes, ore formed into left-handed strands.
demng the strands is the next step, for which two macbinea are used. The
lower one — the layer — lays up or closes tlie rope, and is movable ; the i^per
one, which keeps t^e proper twist in the strand while laying, is stationar^r. Each
strand beinB; secured to its proper spindle, the machinetj is put in motion and
the strands Hardened. A press attaclied to the layer prevents too much drawing
up as the strands shorten by tlie additional twisting. Alter hardening, the
Btrands are placed together on a central spindle of the layer and cloaeil, a top
inserted between them preventing too rapid closing. The top is a wooden cone
with grooves cut to hold the strands, while tails of soft rope attached to it, by
being applied to the rope as it is made, still fiiriher prevent^ by the additional
fKctioD, the too rapid cloang of the rope. The layer makes two revolutions to
one of the upper machine. The skill of the roppmakir coiioisia in knowing how
to gear his preparation macliines si i as to draw u ci'-an and uniform sliver; in
giving the proper degree of twi^t to the yarn and strand ; and in regulating the
amount of hardening and tlie speed of the top in closing'.
The foregoing process gives right-handed, tarred lope of three strands, or
fkHn-bud rope. If the yams are not tarred we sliould have whiU rope.
In the manufacture of manSia rope the flr»t step in the fure^ing description,
hackling by hand, is omiLted as being unnecessary; the maiiilla is oiled to enable
the harsher fibre to pass the more readily [hrouch the preparation machines, and
the yams are not tarred, excepting when large hawsers are made, in which case
the miitide yams are passed through the tar trough before laying up.
Twelve-flyer machine for forming stranda. A, heart ; B, bobbins ; C, top and
tube ; D, draw-off drum ; £, bobbins for lai^ sizes : F, bobbins for small sizes.
'Wire Rope may be made either of forty-nine coarse wires or one hundred
and thirty-three fine wires, put in six strands, and seven or fourteen " hearts."
To make a one-inch fine wire rope, fill tlie bobbins of a " six-6yer " machine
similar to Fig. D, with what is known as No. 8 wire, Birmingham gauge. And
BOPB-HAKINO.
of wire heart for the strands. Next fill the bobbins of
^ a twelve-flyer machine with the ume size wire.
J Pbbs all the wires up through holes, pMs the top,
g arrange the wires tbrougii the grooves of tiie top,
S twiat them together bj hand, splice in a piece of
|| rope aod pass it five or six times around the draw-
in on drum. Frictioo etraps attached to the bobbins
preserve an equal tensiou on the wires. Putting,
now, the machine in motion, tJie seven-wire heart
is drawn up the shaft, and at the same time the
twelve single wires are wrapped about it as the disc
revolves, each separate bobbin turning on its own
centre in the opposite direction, so as to avoid twist-
ing the wire. As the strand is formed it is reeled
upon a bobbin. Hnving filled seven bobbins, six
are placed in a laying-iip machine, Fig. B, and one
in rear for a heart. The heart, on motion being
given to tlie machinery, is drawn through and the
six strands wrapped about it, giving six outer and
one central strand of nineteen wires each.
In making strands for
wire rigging, it is the
Ctice to substitute
p for the single wire
of the heart for the
straods, and to make a
hemp heart for the rope
also. Fig. F shows a
section of such a rope,
where the hearts are ol
Ttie foUo^'ing table abows relative strength of the
different kindB 4jf rope ;
466
BOPE-MAKING.
Ihble of comparative dimennans of chain-cables, hemp roptj iron and tied rape,
their weight per Jathonij and oreaking-strain.
1
a£
Is
Ponndfl.
4,880
7,040
8,260
9,580
11,000
12,520
14,180
15,840
19,560
23,600
28,160
38,050
38,380
44,000
50,060
66,520
68,860
70,680
78,220
86,240
94,650
103,450
112,640
122,220
182,200
142,660
158,320
I.
P
I?
§1
P
Inohea.
1%
Aftill
licaot
I
Iftill
/<
/.ftill
\
A
I
H
I
U
I
H
1
lA
ii^niii
U
lA
If
lA
lAftiii
U
Circumference.
01
n
In.
3
8i
»J
3i
4
5i
6|
ei
7i
7|
8
81
9
01
lOJ
U
lU
111
121
131
15
iH
16
16|
I
In.
11
11
1|
u
2
n
2»
2|
3
3*
8*
8|
4
41
4|
4?
5
5J
54
51
6
61
6|
6i
7
£
QQ
In.
I
lA
U
i|
u
u
ll
u
2
2»
2i
2i
21
2|
»f
4
H
H
41
4|
5
54
Weight per fcthom.
3 a
Lbe.
5.18
7.70
11.11
14.06
18.64
22.20
25.81
30.31
37.73
41.71
47.81
55.16
66.44
75.27
83.64
90.40
102.22
112.27
120.84
130.69
K
Z
a
9
m
Lte.
1.48
2.12
2.46
2.66
2.76
3.72
4.67
5.69
6.94
8.33
9.66
12.78
14.35
14.65
16.57
18.48
20.71
25.83
27.82
80.57
33.54
36.40
44.17
54.72
58.27
61.84
o
a
£
I
Lbe.
1.25
i.n
1.87
2.03
2.30
3.09
3.89
4.33
5.29
6.35
8.05
10.09
11.52
12.21
13.80
15.48
17.25
19.68
23.20
24.29
26.50
28.80
34.99
43.20
46.12
49.15
66.03 52.27
£
e
Lbe.
1.28
1.72
2.12
2.49
3.06
3.22
8.65
4.15
5.27
6.31
7.46
8.97
10.69
12.72
14.81
16.71
18.95
21.40
24.20
27.15
30.52
33.95
37.70
41.65
46.90
52.50
56.89
I
Lbe.
1.29
1.60
1.74
2.14
2.51
8.09
8.25
8.68
4.19
5.82
5.97
6.87
8.35
9.05
10.02
10.79
12.84
14.95
16.87
18.10
19.13
21.61
24.44
27.42
8i«of wire
need in rope
(iron ana
steely.
S
a
In.
11
U
1|
If
u
2
H
SI
H
8
81
81
8|
4
41
41
4!
5
51
5f
6
H
7
i
aw.Q.
98
ii
SlftilL
so
»taXL
10
lOftiU.
18
ISftiU.
17
16
i«ftai.
15
14
14 full.
IS
15 AiIl.
12
12ftai.
11
Ufiill.
10
lOftdl.
9
9ftiU.
8
SftalL
li|H
* "8 3 ?
Ill I
%s Ii I
•
3 a" ff I -"
9
<
i ^
I
r
Note.— Column 1 is not a standard of strength of cables. Column 2 is intended to give, aj* ucdxly
as possible, the size of chains approximating in strength to certain given siies of wire and hemp rope.
i
APPENDIX B.
RULES FOR CUTTING AND FITTING HEMP BLOCK STRAPa
Single Block, iirlth Lasiilng Eyes. For the length to cut the
strap, take twice the round of the block and once the round of the rope, and
marry the strap once and a half the round of block, and half the round of the
rope.
Single Block with Thimble, or Hook and Thimble. Take
twice the round of the block, and once the round of the rope. The rounds of
the block, thimble and rope, taken once, is the length to marry the strap.
Single Block ^rlth liong Strap and Lashing Eyes. Take
twice the round of the block, twice the round of the rope, ami once the round
of the yard. After splicing the two eyes, the length of the strap should be once
the round of the block and once the round of the yard ; and, after the block is
seized in, the length of each leg should be one half the round of the yard. The
seizing at the block will take up enough to give sufficient drift between the eyes
for lashing.
Single Blocks irlth Straps to Fid ont. Take once the round
of the yard, once and a half the round of the block, and once and a half the
round of the rope ; at the distance of once round the yard, block and rope,
marry the strap.
A Single Block i¥lth Double Scores, for a double strap. Take
twice and a half the round of the block, twice the round of the yard, and once
and a half the round of the rope. At twice the round of the yard and block,
aud once the round of the rope, marry the strap. That which is taken up by the
strap passing around the yard, will give sufficient drift between the eyes for
lashmg.
Doable Blocks i¥lth Thimbles, or Hook and Thimble, as
luff tackles, &c. Cut the strap twice the round of the block, and marnr it once
the round of the block, once the thimble, and two thirds the round of the rope.
Orommet Straps. One length of rope makes tiiree straps. For a
double 10-inch block, 3^inch rope.
fin.
3 times the round of 10-inch block 1
3 " " " 8-inch thimble. . .
3 " " " 3J-inch rope
3 " " ** rope at each end for splicing.
ft.
in.
1
0
2
0
10
1
9
Length to cut the rope for 3 straps 1
And once round the block 2 4
" " " thimble 8
" « " rope 3J
The length to marry the strand 3 Z^
And this length is to be marked with chalk on the rope before unlaying.
467
ftl.
ft.
3
1
1
in.
I*
. 1
1
3
1
3i
6
2i
468 CUTTING AND FITTING HEMP BLOCK STRAPS.
For a aingle 6-iiich block —
3 times round of block ,
3 " " thimble
3 " " rope
3 *' '' *^ at each end for splicing
Length to cut the rope for three straps 1
And once round of block ,
" " thimble ,
" " rope
The length to marry the strand 2 0
And so on for any size.
If the grommet is made from four-stranded rope, it will only require three
rounds of block, three of thimble, and enough to splice and to marry the strand,
once round of block and once of thimble.
To MeaAure for §elzlnf|s of Bloek Scraps. Supposing there
are to be seven lower, six riding, and three cross turns — ^measure where the
centre turn comes, which take as the average length of one turn, and allow as
much for the six riders as the seven lower turns; Uiis will give fourteen turns;
then allow for the three crossing turns and splicing the eye, and there will be
sufficient end left to heave the last crossing turn on, making seventeen turns
in alL
If there are six lower turns, five riders and three cross turns, allow fifteen
turns in all, and so on.
If the block is double strapped, allow five turns for crossing each way.
To put a Seizing on the Strap of a Bloek. It should be well
stretched, a few turns taken out and well rubbed down. 8^ice an eye in one
end, sticking the ends once through, but not cut them off. l^ass the eye round
the strap, reeve the end through it and round the strap, as many times as re-
quired for the lower turns; then pass the end underneath the ttirns and through
its own eye, leaving sufficient bight to heave the turns on ; place it square round
the strap, lay two strands of the splice down the strap, for the seizing to lay over
it, heave the lower turns taut on, haul the slack throug^h the eye, and heave it
taut ; lay the third strand of the splice on top of the Tower turns, and pass the
riding turns over it, put the end between the two last parts of the lower tuma^
and put the cross turns on ; pass one round turn, which will be the centre one,
and heave it well taut ; then form a half-hitch on each side of the centre turn
which will form a clove hitch with three parts, unlay the ends, make a wall or
crown knot, trim off the ends and it is finished.
A double strap should be crossed both ways ; first pass two turns between
the strap that faces the side of the block, then bring the end out in the same
direction as the sheave, and pass three turns there as before.
Proporttoni of Bloek§ to Straps, and to Size of Ropo
Reeving. For a common thick block, take one third its length for the rope
reeving, as a 12-inch common thick block will reeve a 4-inch rope.
For a clump block, take one half its length.
For a thin block, take one fifth its length. For instance, a 12-inch block
ahoold reeve a 2} inch rope.
For a fiddle block, take one sixth the length of block.
APPENDIX C.
TO TURN IN AN OLD FASHIONED DEADET£.
In tarning in an old fashioned dead-eye in a hemp shroud, the principal cau-
tion is to keep the lay in the rope, as it prevents the wet getting in. If the
shroud is to be wormed and served in the wake of the dead-eye, the worming
should not be hove in too taut, as breaking the shroud round the dead-eye would
probably snap it
The score being well tarred, the end of the shroud is taken underneath, round
the dead-eye, inside standing, or mast-head part ; a bolt is put in a hole of the
dead-eye. Take a good strand, knot both ends together ; it is then middled and
crosaed round the end of the shroud ; both bights are taken round the bolt, one
on each side of the dead-eye, and a smaller bolt put in each of the bights, which
are hove round the large bolt in the dead-eye. As the turns accumulate, it heaves
the shroud taut round. The dead-eye should be secured through one of the holes,
with spun-yam, to the shroud before heaving, where the shroud is marked, for
the lower part When the
dead-eye is turned in, in a
loft, the shroud is hove in
with a jigger (or dead-eye
machine).
When the shroud is
hove well round, pass a
good throat-seizing. When
secured, take out the bolts,
get a smaller jigger, hook
one end to a strap round
the end of the shroud, and
the other to the mast-head
part; take a good strand,
Knot both ends together,
take it round the end and
standing or mast-head part ;
put a bolt in both bights,
and heave it round, pull-
ing up the jigger at the
same time ; this will bring
the end taut up, as heav-
ing on the strap brings
both parts close together ;
then pass a round or quar-
''"' ter seizing, and a smaller
one on the end.
In the figures A and B, the quarter seizing is omitted to show the direction
taken by the shroud.
To Tarn in Cutter Stay Fashion. Put a temporary seizing on
the cross ; carry the end round the standing part, and heave it taut alongside its
own part ; then seize those two end parts together with a throat seizing, making
the eye as small as possible, put a quarter seizing (a flat one) on as well, about
469
HM«.B
^'.'•*
i'O TO TCRS tS AX OLD PASHIOSKD DEAI^-KTE.
six iaciie^ nearer the eii<I; cut tiie teroporary !«izitig oo ibe crox. o^z. -x: -Jx
diDcli, put in the dead-CTe, driTe the ctiDch down, keeping the ikad-«Te w.-ji *
liuic CBOt aemjost the polL of the luiurd.
Two aeamen sbouU tnm in a dod-eje, with ll-indi rape, m a vcrkz^Asli^-^
Tlie cuUer-aUj method had ltd origin, as ild oaine iodioatea. in the (>n;^i«ar*
of cutten. Af a aail was set, on the staj, iLia plan adniiUt'd of iu ha.^^ uown
wngjy.
Fig, C is a lair representatioa of tliu [Jao with an improTemeni m the iD^ti-;d
of aecuring the irtanfling part of the laoiard bj Bfbdag it into an cje-boh in tne
RIhIdb Screiri. There is stJD another plan of setting up rigging; ta
represented in Fig. D, bv screws. When not to be used, a smalt iron p&C« keji
on top of the screw, which keeps it from worlting, and the thread should be
thickly smeared with tallow, covered with parcelling and marled. Whenever
screws are used, it raust be remembered that sufficient end abouM be turned up to
allow it to bo turned in afresh after knotting or splicing, in the event of its being
shot or carried away. The same contingency should be provided for in all rij^in^.
This plan is not considered advantageous in setting up wire rising, as il
makes the whole too rigid.
In the service the use of these (or similar) tnrn-buckles is cotifined to places
where no give is required, as in the case of chain topping lifU for waist launches.
Rnlfr tor Finding the Size of tbe Fore and Haln Sbrondi,
based on the area, in square feet, of the mainsail, topsail, and topgallant sail.
Rankin, in his work, gives a rule fur finding the direct pressure of wind, in
• Book of AUonnoH, BnrniTi ot Bquipmaat ind BecrnlUns, 191.
TO TUBN IN AN OLD FASHIONED DEAD-BYE.
471
pounds^ ou the sails, that is, when it strikes them at right angles, as follows :
" Divide the square of the velocity of the wind in
knots by 150 for the direct impulse ou a flat surface
in pounds on the square foot." Assuming the velocity
of wind in a storm to be 53 miles per hour, and ap-
plying this rule of Rankin, the pressure on tlie sails
will be found to b*» 19 pounds per square foot of sur-
face. Bracing the lower yards at an angle of 35° with
tlie keel, the wind strikes tlie sails at an angle of 55**.
A simple calculation shows that at this angle the
pressure is reduced to 15.6 pounds per square fooL
Therefore, multiply the area of these sails by 15.6
and the actual angular force exerted will be the
result; and this will be the support in pounds re-
quired for the mast. Now find the angle of support,
or the angle which the shrouds make with the mast
A convenient method is to take a line from a lower
dead-eye abreast the mast, and carry it to the centre
of the mast horizontally, so as to form a right-angle
with it, and measure its length in feet. Then meas-
ure from this point on the mast the distance to the
upper side of the trestle-trees. Now divide the
length of the line taken from the dead-eye by the
above measurement on the mast, and the result will
be the tangent of the angle of support. Then to the
log. cosec. of the angle of support add the log. of the
angular force, and the lesult will be the power of
support required in pounds for thcU angle; but for
greater seourity add one- half of this amount to it,
and the result will be the total power of support de-
sired. Divide the total power of support thus ob-
tained by the number of shrouds proposed for one
side ; the quotient will be the breaking-strain of a
single shroud, which seek in the table of strength
for the required size. This table is given in Ap-
pendix A.
In fore-and-aft rigged vessels, the sail-area used
in the computation will be that of the main-sail and
main gaff- topsail.
This rule involves the same principles as those
of Rear-Admiral T. O. Selfridge, adopted and used
by him in the preparation of the allowance tables for 1870.
EXAMPLK Colorado akd Class.
Area of mainsail 4789 square feet
Area of main topsail 4178 square feet
Area of main topgallant sail 1789 square feet
10756
15.6
64536
53780
10756
Angular force = 167793.6 pounds.
472 STATING MASTS BY THE USB OF BATTENS.
Log. coaec. 19' 16' 10.48189
Log. 167793.6 5.22477
Log 5.706fl6
Nat number corresponding to log. 5.70666 is. . . . 508927
Add } 254463
Power of support 763490 pounds.
If we aOow 10 shrouds, one shroud will be one-tenth of the total power,
which will be 76349 pounds. Corresponding to this number in Appendix A, the
size of shroud will be 10} inches hemp, or 5 inches wire.
Note. — The angle of support in this case is 19*" 15', that being the mean of
the angles of the fore and main, and is taken from the constructor's draught.
APPENDIX D.
STAYXNG MASTS BY THE USE OF BATTENS.
To guard against the iniury which the lower masts of ships have frequently
sustain^ in oonseqaenoe of the injudicious manner in which they have been
stayed and the lower rigging set up, the following suggestions should be of value
when fitting out or wheu setting up lower rigging at any time.
To regulate the setting up of rigging, and to determine if a lower mast is
straight, a middle line should be cut on each of its sides and upon the after part
These lines should be painted a different color from the rest of the mast^ and ex-
tend firom the trestle-tree to the heel.
At the upper part of each line a small eyebolt should be placed, and on tiie
line near the deck another such eyebolt A rope line fastened to the upper one,
and rove through the lower, and pulled tight, will, if the mast be straight, coin-
cide with the middle line cut upon it ; or, if not straight, the fact will be evident
by the cut line and the rope not being parallel. The amount by which pandlelism
is departed from will represent any curve the mast has taken.
As the lines are to be cut from the heel of the mast to the tressle-tree, by
knocking up a side wedge, any curvature that may exist below the wedges may
be seen. Consequently, should the rigging be set up with the wedgSs in, or
with them altogether withdrawn, the side lines will afford the means of detectmg
any bending in the mast, from the crushing tendency of the combined strains
upon the stays and shrouds, and of deciding when these ropes should be relaxed.
The middle lines used in conjunction with straight-edged battens present an
easy and a safe way of seeing that the mast, when being stayed, is not pulled
more than slightly out of the position it is permanently to have.
Fhrstj (uto the correct iiihvoartship pasiHon. If a batten about seven (7) op
eight (8) feet long be placed upright on the middle line of the deck, oonsiderably
abafl the mast, and its edge can he made to coincide by eye with the middle line
on the after part of the mast^ the mast will be upright by the shrouds ; or, if the
edge and the middle line do not agree, the divergence will show to which side,
and by how much, the mast inclines.
Second^ as to the rake. If a batten standing on the deck, with a rake equal to
that which the mast is to have to the deck, be used with the side middle line,
and its edge and the middle line coincide, the rake qf the mast must be correct :
or, if they do not coincide, the direction and extent of their disagreement will
show how much the mast is out of place in a fore-and-aft direction.
The rake of the mast has reference to the keel ; but as the deck and the keel
are not parallel, the angle between tlieir planes must be considered, when deter-
39
TABLES.
473
mining the angle the batten shall have to the deck, in order that it may have the
assigned angle to the keel. This correction may be readily xoade, and the batten
be set at the required angle in a firm base or foot^ parallel to the deck.
The lower masts should be placed with such rake as may be shown in tlie
drawings of the ship's original construction, or a£ may have been subsequently
decided as preferable ; and in the event of experience rendering it advisable to
alter the rake of the masts, every particular relative to the change should be noted
in the log-book, and reported in the sailing qualities.
APPENDIX E.
TABLES
Showing ike Lengthy Breadik, and Sirertgth of Flax and Cotton Canvas, as used
inihe U. & Navy. Together with the Number , Length, and Breadth of Strips
cut orosnoiee and lengihunse, need in the Ihk of Strength, and the Average
Weight required of them, before received for use.
FLAX CANVAS.
Flax canvas to be 20 inches wide, and each bolt to contain 80 running yards.
The blue thread in Nos. 1, 2, 3, and 4 to be If inches from the selvage: and in
Kos. 5, 6, and 7 to be If inches ; and in Nos. 8 and 9 to be 1 inch. The warp
and filling to be spun exclusively of long, well-dressed, water-rotted flax of the
best quaH^, without any mixture of shorts or tow. The yams to be evenly spun
and of proper fineness : the warp to be rather more twisted than the filling. The
warp and fiOing, fix>m Nos. 1 to 4, inclusive, to be double thread ; Nos. 5 and 6
double warp and single filling : and Nos. 7, 8, and 9 single warp and filling.
No description of weaver's dressing, or any pressing or beating to be used in
the manufacture.
Three strips to be cut lengthwise and three crosswise will be used to test the
Btrength, each to be 1 inch wide and 20 inches long, except Nos. 8 and 9, which
will be 1 j- inches wide.
lYnmber of Canvas.
Weiffbt per
bolt.
Weight borne by Strips.
Crosswise.
Len^hwise.
1
JRoundt
Avoirdupois.
84
76
70
64
58
52
46
40
34
Bounds.
470
420
370
340
320
300
280
300
280
Bounds,
316
280
250
230
216
200
193
200
193
2
3
4
5
6
7
8
9
470 HANAQBHENT OF OPEN BOWING-BOATS IN A SUBF.
A boat's sail bent to a yard, loosed and towed astern, the yard being attached
to a line capable of being veered, hauled, or let go, will act in some measure as
a drag, and will tend much to break the force of the sea immediately astern
of the boat
Heavy weights should be kept out of the extreme ends of a boat ; but when
rowing before a heavy sea, the best trim is deepest by the stem, which prevents
the stem being readily beaten off by the sea.
A boat should be steered by an oar over the stem or on one quarter when
running before a sea.
The following general rules may, therefore, be depended on when running
before, or attempting to land, through a heavy surf or broken water : —
I. As far as possible avoid each sea by placing the boat where the aea will
break ahead of her.
XL If the sea be very heavy, or if the boat be small, and especially if she
have a square stem, bring her bow round to seaward and back her in, rowing
ahead against each heavy surf, sufficiently to allow it to pass the boat.
in. If it be considered safe to proceed to the shore bow foremost, back the-
oars against each sea on its approadi, so as to stop the boat's way through the^
water as far as possible, and if there is a drag, or any other appliance in th&
boat which may be uaed as one, tow it astern to aid in keeping the boat stem on
to the sea, which is the chief object in view.
IV. Bring the principal weights in the boat towards the end that is to sea*
ward ; but not to the extreme end.
Y. If a boat worked by both sails and oars be mnning under sail for the land
through a heavy sea, her crew should, unless the beach be quite steep, take down
her masts and sails before entering the broken water, and take her to land undei
oars alone, as above described. IT she have sails only, her sails should be much
reduced, a half-lowered fore-sail or other small headnsail being sufficient
III. Beaehlnn, or Eiandlnff ttarongh a ISur£ The running be>
fore a surf or broken sea, and the beaching, or landing of a boat, are two distinct
operations ; the management of boats, as above recoommended, has exclusive
reference to running before a surf where the shore is so flat that the brokeu
water extends to some distance from the beach. On a very steep beach, the fir^c
heavy fSsdl of broken water will be on the beach itself, while on some very flat
shores, there will be broken water extending four or five miles from the land.
The outermost line of broken water, on a flat shore, where the waves break i»
three or four fathoms of water, is the heaviest, and therefore the most dangerous ;
and when it has been passed through in safety, the danger lessens as the water
shoals, until, on nearing the land, its force is spent and its power is harmless. A.<v
the character of the sea is quite different on steep and flat shores, so is the ciu>-
tomary management of boats, on landing, different in the two situations.
On the flat shore^ whether a boat be run or backed in, she is kept straigbt
before, or end on to the sea until she is fairly aground, ynkien each surf takes her
further in as it overtakes her, aided by the crew, who will then generally jump
out to lighten her, and drag her in by her sides. As above stated, sail will, in this
case, have been previously taken in, if set, and the boat will have been rowed or
backed in by the oars alone.
On the other hand, on the steep beach it is the general practice, in a boat of
any size, to sail right on to the beach, and in the act of landing, whether under
oars or sail, to tum the boat's bow half round, towards the direction in which
the surf is running, so that she may be thrown on her broadside up the beadi,
where abundance of help is usually at hand to haul her as quickly as possible oit(
of the reach of the sea. In such situations, we believe it is nowhere the practice
to back a boat in stem foremost under oars, but to row in under full speed, asi
above described.
MISCELLANEOUS BOUTINS. 477
APPENDIX a
MISCELLANEOUS ROUTINE.
Monthly Routine. — On first Sunday in month, read Articles of War.
On first week-day in month, officers of divisions inspect clothing, see them
properly marked with name of the owner, and make out list of clothes.
On first week-day in month, at evening quarters, each man will muster with
his hammock, and officers of divisions will inspect the bedding.
On the twelfth of the month, serve out small stores and nmke out requisitionB
for clothing.
On the fifteenth of the month, issue clothing. If these days fall on Sunday,
issue the following day.
On the first day in month, the midshipmen will send to the Captain for in-
epection their journals, watch, and station bills.
On first Thursday in month, scrub hammocks.
On second Thursday in month, wash blankets.
At a suitable time during the quarter, overhaul cables and shot lockers.
Half-Montlily Routine. — First and third Tuesdays^ air bedding.
Second and fourth Tuesdays, scrub mattress covers.
Second and fourth Wednesdays, scrub windsails^ etc.
First and third Fridays, scrape masts.
Second and fourth Saturdays, overhaul and mark clothing.
Dally Routine— In Port.— Early daylight Reveille: Call warrant
officers and mates of decks ten minutes before. Call all hands, allowing twelve
minutes to clear decks of hammocks, lay up rigging and sweep clean, pump ship
out, wipe off paint- work, clean boats, clean ship outside, wash down, dean cop-
per, place wash-deck gear to dry and square yards.
7:30 A.M. Inspect servants and boys.
7:45 AM, Mate of berth-deck reports deck ready for breakfast
7:50 A.M. Spread mess-tables.
8:00 A.M. Cfolors, breakfast, light smoking lamp, crew dress for the day, report
chronometers wound.
8:45 A.M. All hands, out smoking lamp, clean gun bright-work, quarter gun-
ners spread tarpaulins and get out cleaning rags, sick call
9:00 A.M. Down wash-deck gear if dry, down all ditty boxes and clothes bagSL
9:15 A.M. Knock off bright-work, clear up decks for quarters, sweep dean.
9:30 A.M. Quarters for inspection ; drill as per routine.
11.30 A.M. Flemish down rigging aft if deck is dry, clean sweep down, ship's
cook bring dinner to the mast
11:45 A.M. Mate of berth-deck reports deck ready for dinner.
11:50 A.H. Spread mess-tables.
Noon. Dinner, light smoking lamp.
1:00 P.M. Turn to, out smoking lamp, sweep clean.
2:00 P.M. Serve Dut provisions.
4:30 P.M. Lay up rigging, sweep down.
4:45 P.M. Mate of fa«rth-deck reports deck ready for supper.
4*.50 P.M. Spread mess-tables.
5:00 P.M. Supper, light smoking lamp, shift in blue, get out dirty dothes if
the routine is to wash clotlies next day.
5:80 P.M. All hands, out smoking lamp, sweep down.
Ten minutes before sunset Get clothes line ready for tridng up.
Sunset Colors, up boats, up wash-deck gear, trice up clothes line when colon
come down, evening quarters.
After Quarters. Pipe down hammocks, after hammocks light smoking lamp^
9:00 P.M. Tattoo, sound call at 8:50 p.m., pipe down, crew turn in and keep
■lenoe, set anchor watch.
478 MISCELLANEOUS ROUTINE.
MoMDAT. — Scnib clothes, scrub decks, ladders, etc., with sand.
TuKSDAT. — Scrub decks without sand.
WsDNEsnAT. — Scrub clothes and holystone decks.
Thubsdat. — Scrub spar-deck without sand, ladders, gratings, boatif oars and
masts with sand.
Friday. — Scrub clothes, scrub boat awnings, mess cloths, etc., scrub decks
with sand.
Saturday. — Holystone decks, ladders, and gratings, and scrub bright wood-
work with sand and canvas.
Sunday.— Scrub decks without sand, and prepare foi' inspection.
Mondays. — Examine and sign yeoman's weekly accounts.
Fridays. — Clean out ^ley Ainnel.
At Sea. — 5:00 a.m. Call idlers, lay up ringing and sweep clean, scrub clothes
except on Sunday, execute morning orders, place wash-deck gear to dry, see all
snug aloft, etc
7:00 A.if. Call all hands, allowing ten minutes to dear decks of hanmiocks,
serve out tea water, up ashes, if steaming.
7:15 A M. Master-at-arms inspects servants and boys, mate of berth-dedc re-
ports deck ready for breakfast.
7:20 A.M. Spread mess-tables.
7:30 A.M. Breakfast, light smoking lamp, crew dress for the day.
8:00 A.M. Relieve watch, wheel and look-out, report chronometers wound.
8:30 A M. " Turn hands to," clean gun bright-work, out smoking lamp.
9:00 A.M. Sick call, put away all pea-jackets^ ditty and clothes bags, down
wash-deck gear, if dry- clear decks for quarters.
9:30 A.1C Quarters tor inspection, drill as per routine, afler drill watch below
to have their bags.
11:00 A.M. Up ashes, if steaming.
11:30 A.M. Call Navigator, lay up rigging, sweep decks, clean out spit-boxes^
Hhip^s cook bring dinner to the mast.
11:50 A.M. Spread mess-tables.
12:00 M. Report latitude to commanding officer, dinner, light smoking lamp.
12:30 P.M. Relieve watch.
1:00 P.M. " Turn hands to," out smoking lamp, sweep decks, pipe down wash
clothes, if dry ; otherwise at 3:30 p.m.
1:30 P.M. Sound call for provisions.
3:00 P.M. Up ashes, if steaming.
3:30 P.M. Lay up rigging, sweep down, etc., serve out tea water.
3:50 P.M. Spread mess-tables.
4:00 P.M. Supper, light smoking lamp, shifl in blue.
5:00 P.M. '^ Turn hands to," out smoking lamp, coxswains report breakers of
water in boats.
Sunset. Evening quarters.
Immediately after sunset. Serve out pea-jackets.
Fifteen minutes alter sunset. Pipe down hammocks, light running lights,
light smoking lamp, up wash-deck gear and clothes lines.
8:00 P.M. Call the watch, out smoking lamp, muster the watch, see life-buoys
in order and life-boats ready for lowering.
Night look-outs to be stationed at dusk, and called down at daylight. A man
on the fore-topsail yard when look-outs are not stationed. A man always to be
stationed at life-buoy, night and day. When square-sails are set, men always at
the halliards. Muster watch and life-boat crews at eight bells.
The above routine is given subject to the approval of the commanding officer.
The times will have to be modified to suit the season of the year, and the station
to which a vessel is attached.
Preparing §hfip for Sea. G-un divisions are sent to quarters and the
battery secured for sea.
The officer of the forecastle will see to the foDowing: Lower booms rigged
MISCBLLANEOUS ROUTINE. 479
in and secured : riding chain brought to, if in a siogle-deck ship, cat and fish &11
rove ; tacks and sheets booked ; studding-sails bent and gear rove ; covers off
head sails, chafing gear put on.
The officers of the gangways will see to the following: Riding chain brought,
to the capstan, if a single-deck ship ; that carpenters unship accommodation lad-
der; studding-sails bent and gear rove, chi^g gear put on, covers off trysail,
tacks and sheets hooked.
The officer of the quarter-deck will see to the lowering apparatus on life-
boats, all davits rigged in and boats secured for sea, chafing gear put on, eta
Coxswains of boats and two boat-keepers vnll suffice for securing boats.
In addition to these preparations made just before getting underway, the
following duties are to receive attention in good season before putting to sea :
The navigation officer should see that the compasses, timepieces, sandglasses,
and log, have been verified, and that they and the chronometer are kept in their
proper places and have a free motion. That the chronometers are well regulated,
the rate known before sailing, and are regularly attended to. That everything
belonging to the cables, such as the stoppers, hook-ropes, compressor-tackles and
blocks, are ready for use. That the shackle-pins for the chains are kept well
white-leaded, in order that the chains may be easily unshackled. That the
vessel's draught of water be taken immediately before getting under way, and
that hand leads and lines, properly marked and fitted, are placed in the channels
abreast the mainmast. That the deep-sea lead and line are properly fitted, the
latter being on a reel or in a tub ; and, if a patent apparatus, that it is thoroughly
understood and in good working order. He should see the tiller-ropes properly
attended to and examined in port and at sea to detect chafes. If they are oi raw-
hide, they should be occasionally oiled.
The boatatoain should see that the masts are upright, well stayed and greased,
head booms well supported, yards square, lifts marked, heels of booms square and
toggled ends, equally rigged out, gaskets passed square and at equal distances.^
ropes dear for running on deck and flemished down in the tops. The ends of all
running rigging neatly hitched or pointed, square and *' sharp up *' marks on all
braces. New topsail halliards well stretched and re-rove that they may not be:,
come cable-laid when making sail.'*' He should see that the hawsers and to^-'
ropes are so stowed that their ends may be passed up from the reels at any
moment Preventer braces, hammock girtiines and clothes lines in order, stern;
ladders in place and fitted with life lines. That ropes likely to unreeve in a squall,
such as the main and jib-sheets, have an overhaul knot in the end.
Besides the square mark on the braces, it is well to have a mark on the jib
and spanker sheets, as they are frequently trimmed too flat.
He should see th&t the laniards of the rigging are good, that the dead-eyes
and ends of the shrouds are square. That the purchases, winding and rolling
tackles, preventer-shrouds, storm-sails and gear, including relieving tackles, anV
fitted and at hand. That the running rigging all leads fair, and that mats,
raw hide, Scotchmen, and timenoguys, are placed about the rigging and yards,
wherever they may prevent chafes and fouling. He should see that the ratlines
of the lower and topmast rigging are trustworthy and square, and that defective
ones are instantly replaced by new, so that the men may go aloft with confi-
dence. That each top is supplied with a top-maul, secured by a laniard ; and a
small top-chest to contain marlinspikes, stoppers and jiggers. That stoppers are
prepared and ready to be applied to the braces, sheets, halliards, etc., wherever tbey
are belayed ; and that the captains of the forecastle, masts, and tops, have always
at hand jiggers to be applied to any rope when necessary. Tliat chain slings for
the yards and gaffs are properly fitted, and at hand for instant use.
The gunner should see that the whole apparatus for securing and working the
guns is complete, handspikes, port laniards, muzzle bags and lashings, priming.
* The lower block of the topeail halliards Bhonld haVe a swivel hook for clearing when
tablO'lald.
480 MISCELLANEOUS ROUTINE.
wires, boring bits, rammers, sponges, side and in-tacldes, and port backlers, and
that the breechings are good and well fitted. That the fire buckets are htteA
with laniards and kept in their proper places. When powder is on board, ho
should see that there are a certain number of cartridges filled, not only of full but
of reduced charges. That the shot are properly stowed as well as all the torpedo
fittings and torpedoes.
That the arrangements for flooding the magazine are complete and in working
order. That the armory and shell room are dry and properly stowed, shell whips
fitted and in place, chutes, etc., made in accordance witn Ordnance instructions^
and proper care taken of the small arms.
ui addition to liie ordnance stores, the gunner has special charge of the
anchor buoys and life buoys, to see that they are in good order, and the latter
ready for use at all times. He examines and primes the life buoys every even-
ing, and reports their readiness to the officer of the deck.
The sailmaker should see that the sails bent are properly brought to the yards
and gafis; that every roband is well secured, and that the head and reef-
earings are good, and all arrangements for reefing in thorough order. That the
spare sails, properly fitted with robands, bowline bridles, head and reef-earings!,
buntline toggles and reef cringles are made up, tallied and stowed conveniently
in the sail room; that each studding-sail has its appropriate cover, and that
all sail covers, boats' sails, wind-sails, awnings, hatch-covers, hammock cloths^
etc., are on board.
The carpenter should see, previous to sailing, that the rudder is well hung
and free in its movements, and that pieces to make a spare one are on board,
and at hand in the hold. That the capstan and its fittings, bars, swifbers, etc.,
are in good working order, and spare spars properly cared for. He should see
that the spare tiller fits, and is at hand ready for use ; that the relieving tackles
are in their places ; that the air ports and lower deck ports are well lined and
secured in, or that the apparatus for closing them is always within reach, and
ready for immediate use ; that the bilge and force pumps are in good order. He
himself, or one of his assistants, ascertains at least every hour, while at sea, and
every morning and evening in port, the quantity of water in the vessel. He
should see that all the pump gear and the sounding rod are always kept in their
proper places; that the lightning conductors are in good order; shot plugs ready
for use ; that the tarpaulin covers for the hatches are in a good state, and he
should be always ready with gratings and battens for the hatches. He should see
that there is an axe at each mast ready for use in cutting away spars or rigging.
Before leaving port and upon entering it, the carpenter is always to take the
ship's draft.
The eoceeuHve officer^ in addition to his general supervision over all prepani*
tions, should see that equipment, construction, and other stores and water are
on board in accordance with the requisitions made and approved, and that they
are properly stowed where they belong, that they are entered on the log and books
of the yeoman or others in charge of them, and that the expenditure of articles in
the general store-room is properly accounted for ; that the general store-room is
properly regulated, so that any article required may be instantly obtained.
Afker the boats are in, he should see that they are properly slowed, and thai
they, the galley, spare spars, anchors, and everything that may be affected by the
rolling and pitching of the vessel, are well secured. That there are stretchers in all
the boats, and that one of the quarter or stem boats is always kept in readiness
to be lowered at short notice. That the plujra of the boats are secured near the
plug hole by a good laniard, and a line m)m well forward in the forechains
secured to the nng-bolt in the bows. That at least one of the outside boats is
fitted with a lowering apparatus, and that each one has a breaker of water and
their gripes fitted with slips. That the fittings of all boats are thorough for
any service.
He should see that the watch, quarter, and station bills are properly made oat,
and that before sailing each person on board is made acquainted with his proper
TARRIKQ DOWN^ ETC. 481
• • • .
station and duties, for action and for eyolutionS) and with his berth and mes^
and that the ship nerself is in all respects prepared for battle.
APPENDIX H.
TARRING DOWN. SCRAPING SPARS, PAINTING SHIP, &;o.
Black down, and as soon as the blacking is dry, scrape and grease spars, and
paint ship, in the order named. If intending to coal ship, do that first of all.
It is customary in some ships first to scrape masts, then tar down the rigging,
and lastly paint ; but the men are liable to daub the masts when tarring down.
To preFent spotting the deck. Wet down and sprinkle liberally
with sand. This prevents the grease or tar from striking in, and is better than
keeping a couple of inches of water on deck by closing the scuppers, as the oily
matter in that case floats to the water-ways and soils the paint work there.
IHIxtiure for blaeklni^ doi¥n. By measure, two parts Stockholm
tar, one part coal tar, one part tar oil. This is for rigging which has been neg-
lected for some time. To give a light coat, thin the above with additional tar
oil, to suit
Seraplng and greasing spars. When the blacking of the rigging
is dry, the masts ought to be scraped and cleaned, then greased. For the men to
stand upon when scraping the lower masts, rig triangles of capstan bars, with
whips to the mastheads ; for hoisting and lowering, with the topmasts, handspikes
answer instead of capstan bars, and the royal and top-gallant masts may be man-
aged fix)m a bowline in the end of a girtline. or a span from shroud to shroud.
The top-gallant and royal yardanns diould not be neglected. The studding-
sail booms, except when new, ought to have the least possible shaving taken off
them by a carpenter, and then varnished. This does not injure them more than
scraping, and keeps them smoother.
&fore laying on the grease, the captains of the tops should report that
everything is scraped and ready, and the boatswain should examine.
Studding-sail booms should never be greased, as they are liable to soil the
sails.
Painting Slllp.* White lead is the principal ingredient in all ordinary
colors used in painting ; tlie quality is therefore of the greatest importance. The
cheap kinds are adulterated by " byrates," which cause them to be more easily
acted upon by the atmosphere. In mixing, the oil and turpentine should be
thorougnly incorporated with the white lead. If adulterated, the white lead will
have poor body when mixed.
ZiNO White is more d rable than white lead ; it is pure, but possesses little
body.
ViOETABLE Black is the cheapest and best black for all oi dinar^ work. In
a dry state it resembles soot, and being free from grit does not requu« grinding.
It should be mixed with boiled oil.
Lamfblaok is allowed in the service for ordinary ship's use.
VlRMiuoN in a state of powder may be tested by placing the dust of it on a
piece of clean white paper and crushing it with the thumb naiL If pure it will
not change color by any amount of rubbing, but if adulterated it will become a
deep chrome yellow or assume the appearance of red lead, with which article it
is mixed in order to cheapen it.
Blui. — The most serviceable blue for the painter is French ultramarine. It
may be deepened by Prussian blue or indigo, or by a trifling addition of vegetable
black.
Mixing CJolors. Criam Color. Chrome yellow, the best Venetian red
and white lead.
• Bedfbrd. For additional recipes, Ac., see QoAltroagh^s " Sailor's Handy Book.**
4Ai TARRING DOWN^ ETC.
Salmon Color. White lead, tinged with the beet VenetiftQ red, or bomt
senna.
IiOTAnoN OF Gold. Mix white lead, chrome yellow, and bomt aieniia tiU '
the .proper shade is obtained.
Proportions of Materials for Mixiiig Paint.*
Black: —
100 pounds of lamp black, in oil,
5 gallons linseed oil, raw,
5 " " " boiled,
1 gallon turpentine,
^ '* Japan drier.
One pound will cover about five square yards of sur&ce.
White, for Inside Work: —
100 pounds white lead, in oil,
4 gallons turpentine,
1 pint linseed oil, raw,
^ gill Japan drier.
One pound will cover about three square yards.
Wnn, FOR Outside Work: —
100 pounds white lead, in oil,
1 gallon turpentine,
3 1 gallons linseed oil, raw,
^ gill Japan drier.
One pound will cover about one and a half square yards.
Straw color, for Spars: —
100 pounds white lead, in oil,
25 pounds yellow ochre, in oil,
2 pounds Venetian red, in oil,
2 ounces Vermilion.
One pound will cover about one and a half square yards.
Shellac, for Decks: —
1^ pounds of gum shellac, >
1 gallon of alcohol.
Note. — The above are general allowances. The actual quantities used musfr
depend upon the character of the material and of the work. Generally speaking,
the purer the coloring matter the greater thinning it will bear, and if the surfiuse*
to be painted is veir rough or old it will need more oil than new work.
Copper Ck)LOR Paint. Six parts spruce ochre, one part Venetian red, one:
part black.
Removing Old Paint. Nothing is so efficacious as heat^ applied by a small-
brazier with a handle.
One part of pearlash mixed with three parts of qmck stone lime (by slaking*
the lime in water and then adding pearlash) laid over paint work and allowed
to stand 14 or 16 hours will soflen it so that it can be easily scraped off.
Gilding. Books of gold leaf contain 25 leaves. Gilders estimate their work
by the number of '' hundreds " it will take (meaning one hundred leaves) instead
01 the number of books.
The simplest way to use gold leaf is as follows : Procure a dean sheet ol
silver or tissue paper of not too great density, and rub it over lightly on one side:
with a piece of wnite wax. The paper should be placed on something flat^ so
that the wax is spread evenly.
Afler waxing a sheet of paper it should be cut into squares a little larger than
the leaves of the book of gold, which should be opened and the waxed side oi
the tissue paper gently pressed on the gold leaf. On removing the paper tb^
gold leaf will be found attached to it and it is ready for use. All that the gilder
* Allowance Book, Bareaa OonBtrnetion and Bepair, 1881.
IN A TIDEWAY UNDER SAIL. 483
has to do is to cut it into convenient strips and press it on the sised soxface,
when the gold will readily leave the paper. The work should be finished by
gently dabbing it with a pad of cotton wool.
Ghilt work exposed to the weather lasts much longer if it receives a coat of
dear varnish when finished.
Sizs. If unprovided with regular gold-size, mix chrome yellow with the fat
oil fit>m the sur&ce of paint that has ^en standing, and add a very small quan-
tity of dryer to form a moderately thick coat. Apply the leaf when the size is
" tacky " enough.
In estimating the amount of gold leaf required for gilding ordinary grooved
moldings around boats, &c., one leaf covers about nine running inches.
APPENDIX I.
IN A TIDEWAY UNDER SAIL. ,
DBIFTINCH- CLUBBING — ^BACKING AND FILLING.
In drifting or working down a river, with a strong tide, great care is neces-
lary to prevent falling afoul of other vessels which may be at anchor on the way,
or to avoid endangering the vessel on rocks or shoals.
With the wind directly in the harbor, or partly across the tide, the current
running out, you may either work out by ta(^ng from shore to snore ; let her
drift out broadside to the current ; or, having her under the direction of the
helm, by sufficient sail set to give her good way through the water, keep her
head to the current, and drift down stem on, or you may duh her down.
Bear in mind, in every evolution performed in a tideway, that the after part
of the keel being more deeply immersed in the water, and presenting a broader
surface to the action of the current than the forward, the stern of a vessel will
always have a tendency to drift faster than the bows.
If the wind should be partly across the tide, she should be cast, in getting
under way, with her head towards the weather shore.
After getting under way, which is sufficiently explained in Chapter YY —
keep her head to the current^ by sufficient sail, until the anchor is catted and
fished.
Never weigh the anchor until the sails are so arranged that the vessel will be
immediately under the influence of the helm.
If you have room, you may then proceed to bring her by the wind, make
sail, and work her down as in the common evolution of working to windward,
making an allowance for the strength of the current, in approaching any vessel,
or either shore, and in giving yourself sufficient room for stays.
Should the wind be across the tide, you may approach the weather shore
boldly ; for should you miss stays, you have recourse to wearing or box-hauling.
But approach the lee shore cautiously, always leaving room to recover her and
gather headway, to go in stays a second time.
Avoid standing into eddy currents on either shore; they may be plainly
distinguished by the worried appearance of the water; for a vessel, when
in their influence, is at their mercy, and quite out of the management of the
helm or sails.
If you approach a narrow passage, or the anchorage of a number of vessels,'
bring her head to the current, bracing the yards full, and keeping only sufficient
sail on to give her good steerage-way through the water, that you may sheer her
to either side; and in this manner she will drift down with the current, past or
between any vessel or shoals. This is the best, being the safest method for a
narrow channel.
Arriving again at an open space, you may bring her broadside to the current
keep the topsails shaking and the helm a-lee, and presenting only the surface of
484 IN A TIDEWAY UNDER SAIL.
the spanker to the wind, which will seire to counteract the force of the current
upon the stern. In this manner she will drift more rapidly than by the former
method. By filling the head yards and taking in the Ranker ; or by filling the
atter yards and tiJdng in the jib ; or by bracing all aback, using the h^n as
necessary, you can, at any time, have her under control, shoot ahead, back asteni,
or bring her head to the current.
Clubbiliff. Clubbing is recommended for smaller sailing vessels in a rapid
river ; you may heave in the cable until the anchor is under foot, when she will
driil down by the force of the current, veering out or heaving in the cable as she
deepens or shoals the water, or as you may wish to diminish or increase her drift
Vessels drifting in this manner, generally have a spring from the ring of the
anchor, leading in at one of the quarters; so that by veering on the cable and
rousing in the hawser, you may present her broadside to the current. This is
termed dubbing a vessel.
Clubbing is such a simple manoeuvre, where the sets of the tides are known,
that it is only necessary to observe that a ship at anchor, with a tide running past
her, is as much affected by a motion of the helm, as if she were reaching at the
same rate under canvas ; therefore, if a ship's helm be put over one way or the
other, she wiU answer it, and shoot across the tide, taking her anchor with her,
if there be short enough scope, so by heaving in to that scope, and putting the
helm hard over, she will cross the tide without losing much ground; hence,
although the tide may set athwart the deep water channel, yet by sheering her
as far as she will go, and bringing her up when she begins to lose ground, she
may be dropped down, or sheered across any channel against the wind, where
she might otherwise wait months for a fair wind to sail down. It is scarcely
necessarv to observe, that she will sheer to port more readily with her starboard
anchor down, and vice versa.
Backing and Filling. Before steam-tugs were so plentiful, vessels
relied upon the tides, in many instances, to get them to sea.
You may drift a vessel down broadside to the current, keeping the yards
counter-braced as in lying to, shooting ahead, or backing astern to avoid danger;
then, as you approach either shore, you may fill away until she gathers sufficient
headway for stays, or wear around, putting her head towards the other shore,
this is termed hacking and filling.
To do this properly, a kuowledge of the times and sets of the tidea^ d^th -.
of water, eddies, eto., and especially a correct judgment <^ distance, are of the
first importance.
To give a clear idea of the various manoeuvres, and show what can be done
with a ship without steam, a sketeh (Plate A) is given of a vessel backing and
filling up a narrow channel, with the wind aad tide in every possible different
position with respect to each other.
The wind and sets of the tide are designated as before by arrows and half
arrows, and the vessel's track or course by me dotted lines from number to num-
ber. No. 1, Plate A, represents a vessel reaching acroiss the tide with her main
yard aback to avoid reaching too fast ; proceeds to No. 2, having reached out of the
strength of the tide, has thrown her fore yard aback, and is making a stem
board, by which she will fetoh No. 3, fills and reaches to No. 4, tacks, the tide
sweeping her while in stays round the point, but not sufficiently soon to enable
her to fill on the starboard tack ; the fore yard therefore kept aback; as hi No: b,
while the tide is setting her to No. 6, fills ; the tide in this reach setting to lee-
ward, she does not make a weatherly course until she meets it running to wind-
ward again, when she reaches to No. 7, where the helm is put a-Iee and the
main yard swung, and she shoots into the position of No. 8, is not permitted to
come round, but falls off again, and makes a stemboard to No. 9, fills and
reaches ahead as fiir as she can, then repeats the manoeuvre of Now 7 to No. 10,
whence, as before in No. 8, she makes a stemboard to No. 11, where she is in a
" fiiir way," and will maintain her position in the strength of the tide, by back-
ing, filling, or shivering the main yard, or both, till the tide sets her into the po-
TENDING SHIP AT SINGLE ANCHOR. 485
sition of No. 12, where she is being brought astream of the tide, to drop stem
first under better command, through a channel which is too narrow to allow her
to drop athwart.
From No. 11 she might have reached into the bight, and taddng there, have
fetched as far to windward as No. 13 ; but there being an eddy tide in the bight^
she would perhaps have lost half the tide before . she got out of it again, umesa
she had a oommanding breeze.
No. 13, being astream of the tide, is dropping through the narrow channel to
No. 14, and thence to No. 15, where she is hauling her wind on the starboard
tack to No. 16, in a **fair way '* to No. 17, where the tide is setting to leeward,
and the fore-topsail is clewed up, as she is going to bring up, there not being suffi-
cient water for her to proceed ; the main yard is therefore braced up to take
abadc, that when she rounds to, as in No. 18, she may not shoot across on to the
opposite bank.
No. 19, the main-topsail being clewed up or down, the anchor is let go, and
the Tessel swings head to wind and tide, as in "^o, 20 ; having to wait a short
time here till there is sufficient water for ner in the next channel, the jib-boom is
rigged in and the fore-topsail furled, as she is coming to a more crowded part of
the river, and does not require to reach any distance! When there is sufficient
water for her to proceed, known perhaps by the time of tide, or by the water she
is riding in, or if it be a shifting channel by a boat stationed there, ^e cable is
hove in and she clubs to No. 21, where she is sheering across the channel to No.
22 ; the tide here setting into the bight^ she is obliged to sheer broad to port to
prevent her being set in there.
No. 23, the helm aport to bring her astream again, clubs to No. 24, has got
the main-topsail set agam to help her to No. 25, wind abeam, main-topsail
shivered, or backed as required till she arrives where the tide is settinpf to wind-
ward, as in No. 26, heaves up and drops, filling or shivering the main yard, to
No. 27, clear of the buoy, is brought astream again^ as in No. 28, and dropped to
No. 29, hauling her wind to cross the tide, as in No. 30, where the main-topsail
full prevents the tide from setting her up on the sand astern, when she fetches
No. 31, is again brought astream and drops to No. 32, where she is again laid
athwart and drops fore-reaching a little with her main yard full, as in No. 38, and
thence to No. 34, where the main yard is laid aback for a stern board to No. 35,
whence, by backing, filling, or shivering the main yard, either to keep in the best
of the tide, or to make way for other vessels passing up or down the channel, she
arrives as in the following figures at No. 89, where she is again laid astream and
the main-topsail clewed up, as in No. 40, where she can drop her anchor and ride
to windward or to leeward, according to circumstances.
APPENDIX K.
TENDING SHIP AT SINGLE ANCHOR.-FIRE BOOMS.
Tending ship is the art of keeping an anchor clear. When hemp cables were
used this was a necessary, precaution, the neglect of which rendered the cable
liable to foul the anchor at each turn of the tide. The object to be attained, is
to keep the cable taut, and to sheer the ship on the same side of her anchor
every time she swings, and keeping her as much as possible away from the
anchor.
With chain cables there is not the same necessity for tending ship, as the
vessel will probably ride by the bight of her chain in light winds if she has a
good scope out, and will not approach her anchor.
The tide being supposed in these cases stronger than the wind, we see that
after the weather flood makes, the ship will probably ride to leeward of her an-
chor by the bight of her chain ; if now the breeze freshens and becomes stronger
486 TENDING 8HIP AT SINGLE ANCHOR.
rthan the tide she will probably swing round, still being to leeward of her
anchor.
By always sheering the ship on the mmim side of her anchor we insure ibk
'. turning in the ground, and avoid fouling or tripping it
la tending ship we make use of the helm, jibs and qNuiker. An officer under-
standing the effect of each, will find no difficulty in keeping the ship away from
her anchor, and sheering so that she will tend to the same side of it at eadi turn
of the tide.
Ridiny to Ijeenrard In Moderate Weather. A deep ship will
ride best to windward of her anchor, because she has more' bold of the tide and
less of the wind ; for the opposite reason, a light ship will not ride to windward
at all.
No. 1, Plate B, represents a vessel riding out the lee tide in moderate weather,
with about thirty fathoms chain cable ; square yards and her helm amidahipa
Non. — In all weathers a ship should be kept to leeward of her anchor, so
lone as she will ride so.
It is intended to ride to leeward on the next or weather tide, therefore when
the present lee tide eases, put the helm hard a-starboard, which will give her a
sheer to leeward, as in No. 2.
When the tide is done she will thwart, and ride with the chain alack under
foot. This is the time to sight the anchor. No. 3.
The helm is now of no service, so shift it hard a-port and hoist the fore top-
mast-staysail with the port sheet aft ; the wind being on the starboard quarter,
the staysail will help her away from her anchor unol the weather tide makes,
when she will swing to the bight of her chain, and bring the staysail aback, as
in Nos. 4 and 5 ; and as the tide ^ins strength she will gradually drop astream
of her anchor until it rides, as at No. 6, when the helm must be eased as the tide
attains its full strength, and lashed a few spokes a-port the whole tide ; if the
stream be not sufficiently strong to keep a taut cable, she will require the staysail
set all the tide, otherwise she will not ride quiet ; the relative strength, therefore,
of wind and tide will determine when it is required.
When the weather tide is nearly done, put the helm hard a-port, which will
give her a broader sheer to leeward, as in No. 7.
This is called tending to windward or tending to a weather tide.
When the tide changes, the wind remaining the same, sav northeast, we must
again go to the westward of the anchor. To do so give her a sheer with the
port helm just before the tide ceases, and hoist the staysail ; she will then, as the
tide slackens, forge ahead and thwart as before, when the helm must be shifted
and the staysail hauled down ; she will then drop astream of her anchor, and
ride as at No. I.
It will make no difference whether the ship swings with her head towards
her anchor or not : all we wish is to keep her aioay from it This second oper-
ation is called tending to leeward^ or tending far a leeward tide.
If left at No. 6 to swing herself her first movement, as the tide eases and
becomes weaker than the wind, would be to forge ahead (the wind being abaft the
beam), dragging the bight of her cable with her, as in No. 8 ; and as she thwarts,
the yards being full and a drain of tide under her lee, she will shoot a little across
the tide and swing with the bight of her cable on the weather side of the anchor
No. 9. This on the next tide becomes a round turn, see No. 10, &c., as she
cannot possibly return the way she came without assistance.
The result is a foul anchor, the chain taking a turn around the upper fluke.
A fresh squall now strikes the ship, and straightens out her chain; tne strain
coming on t^e upper fluke, the anchor is tripped, and away goes the ship, fouling
some of her neighbors, getting on shore, or bringing up in some out of the way
place by a second anchor, or else, by continued neglect (Nos. 11 and 12), the
entire scope is expended ak*oand the anchor. ' r
Riding to Leeiirard in IIeay>' l¥eather. ^ipjDOse, in the dia-
gram, the wind to be N. W., and the ship riding to the ^eai&OR tide, heading
TENDING SHIP AT SINGLE ANCHOB.
48T
east, as at A. If now the wind freshens, the ship will lie uneasily, and will be
continually yawing about. Hoist the staysail to steady her ; but should the wind
freshen so as to force her into the position B, haul down the staysail and set the
spanker, to prevent breaking her sheer and walking off with her anchor. By
hauling down the staysail and setting the spanker, we keep her in the position
B', where she will ride in safety, though she may sheer about a great deaL
The wind continuing to increase when tiie ship is at B, she will forge still
more ahead, and bring her anchor on her weather quarter. The yards must
now be pointed to hold less wind, C, a most dangerous position for a vessel to
be placed in, as she must presently break her shear. A light vessel would have
swung head to wind long before this ; and although she would sheer about with
the tide under her counter, still she could not get near her anchor so long as the
wind continues in the same direction.
•;*•
By breaking her sheer she fills her yards, and staysail if up, and with the
helm a-port as it was properly put, shoulders her anchor and shoots across the
tide with it, perhaps ashore if there be shoal water in the vicinity, C'\ If there
be no shoal to bring her up as at C, she will reach to windward as at C, taking
her anchor with her to the imminent risk, not only of herself, but of other ves-
sels near.
The object now is to get her head to tide again, and the wind on the other
side ; it is evident she will not ride to leeward, she must therefore be put to
windward of her anchor, a manoeuvre only practicable during the strength of the
tide. At any other time she would remain wind rode.
Rldtng to HTUidurard. Instead of riding as at A, however, it would
be better to sheer her with the starboard helm, and lie to windward of the an-
chor as at D. If now the wind increases, we must set the staysail and shoot her
into the position E, where she will remain quiet : without the staysail as long as
the wind is stronger than the tide ; if the wind lulls, the staysail must be set
again. If she lies uneasily, the after yards may be braced up and the head yards
c&ox. when she will, in fact, be hove to with the tide on the starboard bow, the
wina on the port beam, and the anchor on the starboard quarter, the strain on
iier cable being eased by the counteracting influence of win^l and tide.
If the ship was not deeply loaded, of course she would swing head to wind
488
TENDINO SHIP AT SINQLJC AKCHOB.
0
«s the wind freshened. In these cases we suppose a Hrong^de andahesTj
ship.
The ship being in the position E, when the tide slacks fill the head yards and
put the helm hard fr-starboard ; as she swings into the position F. right the helm,
haul down the staysail and point the yards to the wind ; she will then drop into
the position Q-.
With chain cables, it would be impossible to keep them taut fix>m the andior,
except with a very short scope.
To Tead witli tbe Wind Athwart the Tide. Let ns suppose
the ship A to be riding to the ebb, heading
north, tbe wind at west. As the tide slacla
put the helm hard a-starboard, and she will
gradually come head to wind, as at B, when
the staysail must be hoisted and the sheet
hauled to windward. This will tend to foroe
her astern and clear
JCANTON ^ of her anchor. Her
stem will then cant at
G, when the helm may
be righted and the head-
sails hauled down. She
will finally drop into
the position D.
u there is no wind,
and she drifts over her
anchor, then is the time
to sight itj that is, to
heave it up and see
that it is clear.
The foregoing cases
will sufficiently illus-
trate the theory of tending ship. Every officer should be
fiimiliar with it, for although we rarely take much trouble
to keep the anchor clear, still the helm should always be
used when necessary.
If tending ship be entirely neglected, the anchor should
be sighted occasionally, and, if necessary, the second one
let go while the first is clearing.
Preeautf onf airalnit Fire-RafU. The follow-
ing were adopted by the English fleet in the Canton river,
1866-7 :
Ships off the factories, moored head and stem, were
protected by a boom thrown across the river, above and
below the position. The largest boom, above the factories,
was formed of two layers of large spars, lashed together,
with a stream chain laid between them, bolted to the spars
on alternate sides, and the whole woolded round at inter-
vals.
The spars were not placed so as tu lock in throughout,
but a small space was left every forty feet or so, to impart
flexibility to the boom. At c c were two loaded sunken
junk?. At hh two junks moored head and stem, with long
thirty-two's mounted forward, and guns* crews on board.
At a a, two junks, to which was attached a small boom to
screen the entrance.
The ships were fortified with a fspar firom each bow,
meeting, and lashed togedber at the outer ends, and dropped
by a tackle from the jib-boom end. Flying jib-boom ifepf
40
r
HAINAN
TENDING SHIP AT SINOLB AlTCHOB. 489
in. From these outriggers, spars were oontinued aft to the gangways, supported
by tackles from the lower yard-arms and boomed out by spars from the ship's
side, which afforded space and shelter for the boats to be within.
From the jib-boom end was suspended a fire grapnel, or a small anchor,
shackled by a length of small chain to the riding-cable, outside the hawse. This
was intended to drop into the fire-veasel, and anchor her by, on the cable being
slipped and the ship dropping clear.
Over the stem, an anchor was hung, which, in the event of a fire-visssel be-
coming fixed to the bows, would, on being let go, and the forward cable shipped,
bring 3ie ship by the stern, and throw the junk off.
As wooden tanks, containing upwards of a ton of powder floating at the
water's edge, were occasionally sent down, the fire-booms were kept eased down,
and floated on the water, and a guard-boat anchored ahead.
Destractloa of Booms, Blow the boom up with powder ; rouse up
the bight of the chain ; load with round shot a launch's gun ; lash the chain
across the muszle ; fire, and take advantage of the result You may even firac-
tore a chain in the same manner with a bumk cartridge.
490
TUBNINO EXPBRIMSNTS.
APPENDIX L.
TTJRNINa EXPERIMENTS WITH THE &. & HANKOW.
FROM TBI BXPOBT OF TBI BRITIBH A8SO0IATION OOMMITTBB lOR IBQITIBT IMTO
TBI 8TBBBINO OF STEAMSBIPS, 1877.
Tbb Haokow is a ungle-flcrew steamship, of 3,594.13 gross tonnage; net,
2,331.75 tons. Length, 389 feet; breadth, 42 feet 1 inch; depth, 28 feet
8 inches.
Her propeller is four-bladed, right-handed, with a diameter of 20 feet, and a
pitch from 24 to 26 feet. The mean angle of its surface with a yertical athwartr
ship plane would be 21°, hence the streams would be delivered on an average at
an angle of 2V from the vertical fore-and-aft plane.
Experiments were conducted on March 8, 1877, in lat 8° 50' &, long. 153''
58' E., between 9:20 and 11:30 a.m., as follows:
Sea smooth, or between 1 and 2 of Beaufort scale ; ship drawing probably
24 feet 8 inches forward ^and 23 feet 6 inches aft.
First Experiment. Ship going ahead frill speed (say 10 knots), engines
were suddenly reversed, helm put hard aport ; immediately the engines started,
time noted, and bearinff of ship's head by standard Admiralty compass noted,
and the bearing of the ship's head also noted at every 15 seconds^ until the ship
came to a dead stop.
Interral.
Hhlp*s head by
oompsM.
Head tuned to—
Time.
Port
Staiboazd.
h. min. sees.
9 20 7
m. sees.
N.62 W.
N.«21W.
N.66 W.
N.69 W.
N. 78J W.
N.77 W.
N.80 W.
N.84|W.
N.88 W.
N. 88 W.
N. 87 W.
N. 86| W.
N.84 W.
N.824W.
N.79jw.
9 20 22
0 15
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 16
0 15
•1
It
Stationary.
9 20 87
9 20 62
9 21 7
9 21 22
9 21 87
9 21 62
9 22 7
9 22 22
9 22 87
9 22 62
1
u
9 28 7
1
9 28 22
1
9 28 87
8
0 8 80
8 80
26
8J
*
<
Ship came to a dead stop in 3 min. 30 sees., and turned to port 26"* in 2 miiL,
and then to starboard 8^° for 14 min.
Seeond Experiment. Ehip going ahead full i^ieed, say 10 Imota.
Engines suddenly reversed to full speed astern ; helm put hard a-«tarboard, '
ing on ship's head taken, and time as before.
TURNING BXPBRIMBNTS.
491
Intenral
Ship'B head by
compass.
Head tamed to-
Time.
Port.
StaifxMid.
h. min. oecs.
9 45 80
m. Bees.
N. 89 W.
N. 41 W.
N. 41 W.
N. 894 W.
N. 871 W.
N. 824 W.
N. 28 W.
N. 241 W.
N. 211 W.
N. 28 W.
N. 18 W.
N. 9 W.
N. 5 W.
N. 21 W.
N. 2 W.
9 45 45
"6 '"'is'"
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 8
2
Stationaiy.
9 46 0
9 46 15
1*
9 46 80
9 46 45
9 47 0
6
9 47 15
9 47 80
9 47 45
8i
15
9 48 0
9 48 15
4
9 48 80
4
9 48 45
it
9 48 58
0 8 28
8 28
2
49
Ship came to a dead stop in 3 min. 23 sees. Her head paid off to port 2°
daring the first 15 sees., and afterwards turned to starboard 49° before coming
to rest
Tbird Experiment. Ship going full speed ahead, say 10 knots^ the
Time.
Interyal.
Ship's head by
Compass.
Head tamed to-
Port.
starboard.
•
h.
10
min.
84
88
secp.
10
81
m. secB.
N. 291 E.
N. 29 E.
N. 291 E.
N. 801 E.
N. 82 E.
N. 86 E.
N. 89 E.
N. 44 E.
N. 461 E.
N. 48 E.
N. 501 E.
N. 511 E.
N. 52 E.
N. 531 E.
N. 54 E.
N. 541 E.
N. 55 E.
N. 56 E.
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
0 15
01
8
6
1
ll
04
04
m
10
1
0
4
15
4 15
oj
27
402
TTTRNING KltPERlMBNtd.
eogipfls suddenly rerened to fall speed astern, the helm pat amidahipB^ the
bearing of ship's head noted by asimath compass as before. 8ea^ wiml, and
weather as before.
Ship came to absolute rest in 4 min. 15 sees. ; her head tamed to port 0^%
and then 27** to starboard, before coming to rest
Foarth Ezperiment* In this case ship was gcmig full qieed astern,
say about 9 knots, when the engines were suddenly reverwd to full speed ahead ;
helm put hard to port ; time and azimuth of ship's head noted as before. 8ea^
wind, and weather as before.
Time.
Interval.
Bblp*a head hj
compaw.
Head tn
POft.
med U>—
BtarlMMud.
h. min. sees.
11 8 11
h. sees.
8. 65i E.
8. 66 E.
8. 67 E.
8. 674 K
8. 674 E.
8. 64 E-
8. 65i B.
8. 634E.
8. 601e.
8. 574 E.
8. 6aiK
8. 48 E.
0 15
0 15
0 15
0 16
0 15
0 15
0 15
0 15
0 16
0 15
0 15
?*
Stationary.
1
1
2
8
a
4
11 5 56
Si
0 2 46
2 45
a
m
Ship came to dead stop in 2 min. 45 sees., and her head turned 2? to port in
the first 45 sees., and 194 to starboard in the next 2 min,
To determine Tactical Diameter and Brlfl Ani^ie* {Lieut
Courmes^ method.)* At any convenient point forward two vertical battens are
fixed in a plane perpendicular to the keel, and an observer is stationed there. A
second observer is stationed aft at a known distance from the first. This distance
constitutes the base line for the ex-
Ceriment. To measure the angles to
e observed, a measuring instru-
ment may be used of the form de-
vised by Mr. Martin, and illustrated
in Fig. 4.
The zero line of this measuring
instrument is made to coincide with,
or be parallel to, the middle line or
the ship.
When the helm is put over (Fig.
5) a buoy, B , , is dropped overboard
abreast the nxed battens and on the
side toward which the ship is tun>
ins. When the ship in turning
L
PLAN
SIP
EVI6W
I
xri4E.^
brmgs the buoy B^ in line with the fixed batten, the observer at the afler end
of the base line measures the angle a between the first buoy and the base line^
* Benie Maritime, 1879.
TUBNINQ BXPEBIMBNTS.
493
x^.s
and simultaneously a second buoy,
B,y is dropped overboard abreast
the cross battens. The ship is then
allowed to move on a short dis-
tance to G, or a greater distance
to H (acconling as we wish to de-
termine the diameter of the first
half circle or of the ciit;le when
motion has become more nearly
uniform), and the observer forward
then, notes the angle /3, which the
two buoys subtend.
If I then represents the length
of the base line —
Diameter = I tan a cosec /3, the
curve traversed being regarded as
arc of a circle.
The drift angle will be —
For the forward end of the base
line = y = OO**— p.
For the after end of the base
line = <J = y — c.
ft H. Sfc
lAeut, Wychoff^s method.* Erect the usual cross-battens forward, and station
one observer at these battens, which constitute the forward end of the base line.
A second observer is stationed at the after end of the line. At the instant of
patting the helm over, drop the first buoy, B^, abreast the cross-battens, noting
the time. When the ship's
head has turned through 90'',
drop a second buoy, B,, also
abreast the cross-battens, and
simultaneously measure the
angles a and 5, subtended by
the first buoy and opposite ends
of the base line. Fig. 6. Note
the time. When the second
buoy comes abeam by the cross-
battens, measure aft the angle s,
subtended by the second buoy
and forward end of base line.
Note time when circle is com-
{)leted. Let I represent the
ength of the base fine, P| S^.
1 sin &
:Fig.6
PP, =
p p —
t¥;=
TTj =
sm n
1 tan z
P Pj cos a
-^"+TP,
And Hg being the position
of the centre of gravity of the ship, the drift angle e is determined from
PgH„ R being P^P,.
tan c = — g— 2
By this method the chord P P^ and final diameter are determined when the
first buoy has been only one-third as long in the water as in the method described
• Lteat. A B. Wyckoff, U. 8. H.
494
TURNING BXPERIMENTS.
ia Navy Scientific Papers No. 7, pp. 34 and 35. There is less liability of error
frum the difiPerence of effect of wind and tide on the vessel and buoys. It also
does away with the assumption that P^P^T is a right angle, which would usually
be an error in practice.
Captain MeiiMlny'g flIeUiod.* At a moderate distance from the place
of turning is anchored the largest available boat, or another vessel, having on
board a good compass. Observers in the boat note at frequent but fixed inter-
vals of time the bearing of the ship while turniog, and simultaneously the mast-
head angle. From the turning ship observations are made of a suitable distant
object, to determine the times at which the ship changes its azimuth by every
45''| or four points. These observations are taken from a point as near as possible
to the mast whose bearing and masthead angles are being observed from the
boat.
To determine the curve described by the ship a sheet of drawing paper is
prepared^-or a sheet of profile paper selected — with equidistant horizontal and
vertical lines, the interval between the lines corresponding to the intended scale.
Indicate on this sheet first the position of the boat in such a way that the vertical
lines of the paper are made to correspond with the direction of magnetic me-
ridians.
Plot on the paper from the position of the boat as a fixed point the difierent
lines of bearing of the ship, corrected for deviation, and on each line lay off the
ship's distance for the corresponding masthead angle. Indicate on the same
sheet the magnetic course of the ship at starting, and by dropping a perpendicular
to the line of direction of that course and halving the resulting riffht angles, lines
of courses will be shown corresponding to each change of azimutn of 45°.
By comparing the times of the bearings taken in the boat with the times
noted on board ship as the vessel changed her azimuth for every 45*", the points
of the curve are determined where the ship changed her course for each 45'*.
Drawing through these points parallels to the above lines of courses laid out
at the starting point, we obtain the direction of the ship's head at those points,
and by drawing through the same points tangents to tiie curve the drift angle
for any position may be read off by means of a horn protractor. All other data^
diameter, &c., can be read off similarly from the profile paper.
Accurately observed and plotted, this graphic method affords probably the
best means of ascertaining the ship's track (especially during the first 90° of her
change of direction), when shore stations are not available for observations.
In still waters, where several shore stations can be conveniently established-
conditions readily obtained in the waters of the United States — either of the
following methods will furnish very accurate results.
Eileut. EiiUle's Method.f As prac- Wig.o
ticed by the U. S. S. Minnesota in Newburgh
Bay, 1881. Three stations as at A, B, G, Fig.
7, were estabUshed at suitable points on shore,
forming with each other nearly an equilateral
triangle. An observer was stationed at each
of these points with a plane table as shown
in Fig. 9, with the addition of a straight edge
fitted with front and rear sights like those upon
a rifle, and having upon its lower edge a
sharp pointed pivot 2, Fig. 8. Thus fitted, the
straight edge could be removed from the table
at pleasure, and when in position was allowed
a free movement around the pivot.
On board ship a flag was used at the main
to signal the moments of observation, and one observer was stationed at the
* A fall description of thii method will be foond in Marine- VerordnnngtbUtt No. 16, of 1816^
t lient. W. McC. Little, U. S. N.
496
TURNING BXPBRIHBNTS.
vessel in tanuog ctn bring them id line while paBsiiig within b short d
the nearest one. we may obtain as tbilowa :
A. TKa Drift, An^ In deacribing
the drole with the ship, arrange the
courae so that dke two objects F F^,
Fig. 10, wiU be in line when the ^ip
has turned through at least eight
points. Measure the anf^e, a, be-
tweeD the fore and afl line of the ship
and the liue of bearing S F of the two
objects. When, in continuing the circle,
the ship again bringa F and F, in line,
measure similarly tie angle p.
The line S S, is a chord of the
curve, considered as a circle, and were
there no drift angle the line of the ship's
keel St H B and at H, B, would
coincide respectively with tlie tangents
T N and T, N, to the curve, and the
an^e between [be line of bearing of
the two objects and the tangents, or y,
would be tne same as the angles a and
p. But asitifl,((=:j' — i) and j3 =
y + S.-
-, the drift angle.
B. 7b BetermiMtfu! Diairteter 0/ llie
Oirde. If at the time of crossing the
line (rf bearing of F F,
the ship and so determine t^e distances F S and F 8,, the dismetAt will be
Irom the point P the maat^kead an)
Another available station at G would mve bearings to veri^ the poaitdtms of
the ship by cross-bearings with the range Tine F P,, tad to determine any pointa
of the circle, as at X and Y, by the three point problem.
Otber nettaods. It has also been proposed to measure the tactical
diameter and drift angle by turning around a single anchored ship or buoy, using
the usual base line on board. Of these methods it may be noted that unless
the central part of the curve lies near the fixed point, there occur positions oT
the turning ship in which the observed angles are so near 0° or 180° as to render
the computation or conatrucLion of the triangles uncertain.
All methods in which two or more buoys are dropped overboard share (be
objection due to difference in drift of ship and buoys. There is also a pructicsl
inconvenience, unless a large number of buoys art available, since it becomes
necessary to slop to pick up the buoys, when as a rule it is deared to measure
the diameters of a number of circles in quick succession.
Estimating the diameter of tlie circle by counting the revolutions of the engine
and thence deducing the speed la liabte to load into serious error. Owing to the
drift angle the speed corresponding to a given number of revolutions is much less
when tne ship ia turning than wlien she is on a straight courae. In the Thun-
derer a speed of 10.4 knots was obtaincl with 65 revolutions on a strai^t
course, whereas on the circle 59 revolutions only gave a speed of 7.14 knots.
Towing a patent log astern while the ship turna through 3G0°, and regarding
the roistered distance aa a circumference from which the diameter may be cal-
culated, is alao aaid to be less tnistworthy than any good geometncal method.
The reason probably lies in the chungea of apeed known to occur in turning, and
in the effect of the wake. A speed indicator (see Chapter III.) read at frequent
TUBNINQ EZPERIHBNTS. 497
intervals, would probably give a more accurate result, and would at any rate be
useful in combination with the other methods described.
Handliiiff Single Serew^ Temels under Steam, German Navai
Htperimenis. In Pamphlet No. 37 of the Professional Series issued by the
German Admiralty, the results of experiments made with eighteen different
vessels of the German Imperial Navy are given in detail.
The pamphlet was received after this book was already in print Only the
conclusions reached can be given here, for comparison with the suggestions made
in this work, pp. 538 to 647.
The Friedrich der Grosse experiments are summed up in this more recent
pamphlet, and the detailed description of them is therefore omitted here.
The vessels whose experiments are quoted comprise ironclads, corvettes of
old and modern types, gunboats, and steam launches. A partial description of
them is given in the table on the following page.
Although some of the trials were not made by all of the vessels named, the
results obtained were deemed of sufficient importance to suggest the following
rules:
I. Ship and 8erei¥ HoTfng AlMMftd, In starting from rest neither
right nor left-handed screw vessels show decided and invariable deflection of the
bow ; in the majority of instances the influence of the lower screw blade is para-
mount (». e. the bow of vessels with right-handed screws tends to turn to port).
When moving ahead at speed the bow of left-handed screw vessels falls off
to port, and of right-handed screw vessels to starboard.*
With the helm hard over and starting from rest, ships with left-handed screws
turn quickest with a port helm, those vnth rig^t-handeid screws answer the s^r-
board helm quickest.
If the helm is put hard over when moving ahead at speed, lefl-handed screw
ships turn quickest with a starboard helm, and right-handed screw ships wit^ a
port helm ; the quickest turning motion being obtained when the rudder is turned
toward the descending blade of the screw.t
The rudder has steering power as soon as the vessel begins to move ah^d
from a standstill, and promptly overcomes the turning tendency of the screw.]
The wind has its least effect upon the ship when starting ; when movjng
ahead at ^peed the ship tends to come to, with a beam wind ; the tendency ovier-
coming the screw-turning effect and often requiring considerable weather-h^m
to counteract it, if the breeze is fresh.
II. §hlp and Screir Baeking, In backing from a standstill ^e
bow of vessels with lefl-handed screws turns to port^ and if the screw is right-
handed, to starboard.
When moving astern in a calm and smooth water this deflection of the bbw
generally continues in the same direction.
The wind has minor effect on a vessel startinff astern. When moving astern
its influence (if the breeze is strong enough) will t)ea>me the controlling one ; the
ship will turn stem to wind against both screw and rudder.
The nidder has little effect when starting to back from rest. It will only
affect the ship when some stemway has been gathered, and even then to a much
less degree than if the ship were moving ahead at an equal speed. Often it only
suffices to keep the ship on a straight course astern. Ships with a left-handed
screw will answer the port helm quickest, those with a r^ht-handed screw the
starboard helm.
III. Ship MoTfng Ahead, ^crei/v Backing. With midshio hehn,
in vessels with left-handed screws, the bow turns to port ; with right^anded
screws the bow turns to starboard.
* Which tuprees with the results predicted by Mr. Magrinnie, Me fbot-oote, p. 445. The prob-
able reMon wh J available American data do not bear oat this conclasion is toat the reqauite
speed is not developed, ......
t The gnnboais Hjine, Naatilus, and Habicht, three of the smallest and slowest veeeela
tried, ffave resnlts contrary to the above rale — turnins quickest with the port helm— screws left-
banded. The Cyclop, another small vessel, followed the rale.
i
498
TURNING EXPEEIMENTS.
o
r
a
a
■ft
\
g
H H
6g
O
•<
? *S 155
S e i
ilU UU
ill
* - w
3 s s
3 8-^
n
Pi
ST ***
S «9
I
O Q j
M i
'I I
S> - - * a
•o o
• • 7
. . = ^ g I - 1
o
•4
09
?8
1 ^
M
^ 1 1 8 I
^!|
^
<5
^
%
§ii§i§sg§il
s S
CO «o
5
6
rii?
: H
S ee
a
Indicated H. P.
b« CO e*
Marimnm Speed.
Iff ?lf ^l^sf J?!? ?|||
• • <p 5^ " * • • ••
cr !4
r r
l^^^l^^l^^^^^ ^1^
1^
IP
2 • « o « . a
* ** " « * " s
^
TURNING EXPERIMENTS.
499
With the helm hard over, vesseb with left-handed screws answer quickest to
the port helm ; vessels with right-handed screws to the starboard helm ; as for
stemboard.
The helm must not be put over too soon, especially if the vessel is still going
ahead at high speed, otherwise it may act as for headway.
The helm is best laid afUr the screw commences to back, when it will act as
if the ship had stemway.
Vessels with steam steerers can insure the intended manoeuvre by a short
period of helm laid for headway htfort the screw begins to back, when the helm
must be shifted (i. e., a vessel with a right-handed screw and steam steerer, goingr
ahead at full speed, wishing to stop and turn sbip^s head to starboard, will first
port the helm and shifl it to hai^ a-starboard by the time the screw begins tu
back).
In this manoeuvre the wind, if moderate, has no great effect.
ly. Ship going Astern, Screur urorklng AlKMftd. If the helm
is amidships, ships with left-handed screws turn first to starboard, those with
right-handed screws to port, but the bow subsequently may deviate in the same
direction as if the ship were moving ahead.
The helm can be put over as soon as the screw is reversed and working ahead,
and it will afi^t the ship as if she were starting ahead.
If a vessel has a lefirhanded screw, she vriU answer her port helm quickest,
and if a right-handed screw her starboard helm quickest
The wind has no special influence on the ship in this manoBuvre ; in fact, as
car as noted, the chief effect of a breeze is on vessels in motion, either with head-
way or stemway ; a beam wind in this case making them come to when going
ahead and &11 off if going astern. When just starting in either direction the
influence of a moderate breeae is small.
o\JyJ
TURNING
HENT8.
SPEED AND STEERING TRIALS S. S. " STRATHEDEN,*^
OWNEBS, J. HAT AND BON, GLASGOW.
lotted with Kufutaedier*s Steering Screw.
Dtmensions of Ship. Length over all, 284 feet Beam, 38 feet
Depth of hold, 16 feet
Eimines. Compound direct acting. Cylinders^ 34" and 66". Stroke^ 39".
Hone Power. 200 nominal; 1,100 to 1,200 indicated.
Main Propeller. Cast-iron. Diameter, 14 feet 6 inches. Mean pitch,
17 feet 5 inches.
Steering Sereir. Steel blades. Diameter, 10 feet Pitch variable.
Weight of propeller, all fittings, extra joint, etc., about 3 tons.
Rudder Surfbee. 54.5 square feet
SPEED TRIALS.
pRArr.
Stbam.
Vacuum.
Revs.
Tims.
Spskd.
Rbmabks.
First Trial )
MeftnofSninsf
For'd.
5' 6"
Aft.
W 9"
75 lbs.
264"
85.5
m. 8.
5 25
Knots.
11.054
Stoerins seraw
Second Trial. )
Mean of 6 runs
ye"
W 9"
09 lbs.
27"
82
0 14
9.708
SieeHng aerew
fwntfVtdL
Third Trial. 1
Mean of 5 runs f
ft/ 7//
12'
79 lbs
27"
77.2
5S7
11.009
BteeriJttserev
wonEing.
Fourth Trial. 1
Mean of 2 runs
W 5"
1^9"
74 lbs.
«4"
07
5 15
11.428
wornng.
Ship loadML
STEERING TRIALS.
(WORKED BT STEAM flTEBROTG GEAR.)
Bfo. 1. With Bladks or Steering Screw Removed, and Steebirg with
Common Rudder. DAit forward, 5 ft 6 in. ; Aft, 10 ft 9 in.
let BzpKRiMBirr.
Starboard.
Time.
2nd ExPBRiMinrr.
Port
Time.
Starboard.
Time.
From start to helm hard over.
90" fh)m start
ISO" do.
270" do.
360" do.
8| sees.
2 min. 55 sees.
4 min. 45 sees.
7 min. 0 sees.
8 min. 5 sees.
10 sees.
1 min. 45 sees.
2 min. 55 flees.
5 min. 15 sees.
7 min. 20 sees.
S min. 80 aecs.
5 min. 20 sees.
7 min. 10 sees.
8 min. 40 sees.
NoTB.— During Ist and 8rd experiments, revolutions of engines were 75 p& minute, bat dwtng
2nd, were 77 per minute.
tUllNlKG E^PEBIM^TS.
Blo. 9, With Stexrino Sobew Working. Draf
Ait, 12 ft.
Steun.
Vac
Revs.
Time.
M. 8.
Degrees.
No. 1,
No. 2,
68
66
87//
26K
70
61
4.66
8.0
Complete Circle.
180
No. 8,
66
26*^
61
6.68
1.44
Complete Circle.
00
2.68
180
4.28
270
No. 4,
68 to 61.
27"
70
6.21
&0
Complete Circle.
180
Na6,
61
27"
70
6.7
6.17
Complete Circle.
Complete Circle.
/
No. 6,
60
27"
68
7.27
Complete Circle.
1
No. 3. With Steering Screw Working. Yessel
draught, viz., 15 ft. 3 in. forward, and 15 ft. 9 in. aft ; c
Steam.
Vac
Revs.
Time.
M. 8.
Degrees.
No. 1,
74
27 J"
67
0.86
0.76
2.14
45
90
180
}
No. 2,
68
27"
56
2.23
5.8
180
Complete Circl
}
No. 8,
68
27"
56
2.43
6.2
180
Complete Circle.
.
No. 4,
66
27"
66
4.16
180
■
No. 6,
68
27"
56
4.2
180
•
With the vessel going full speed ahead on a straight <
suddenly reversed to full speed astern, and the helm pu
found that the vessel was immediatelv drawn out of her
the rudder screw and the way was taken completely off 1
her own length. With the steering screw in action, tl
perceptible.
Note. — The helm was also put over by screw hand |
factory manner.
502
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I
APPENDIX M.
TANNER SOUNDINO MACHINE.
Tb« macluDe, Plftte C, U mouQltHl od the rul in readioeaa for soanding.
Tbe qundle, a, which ships in the rail, ia of wrouirtit iron, screwed finnl^ into
the base of the brsaa frame b, that carriee the reel The frarae above meotioDed
is cut in one piece, is bored to receive the sbafll, and has appropriate lugs for
the paul, reeiater, clamp/ spindle, and arm at t. The reel, ec, is of cast br»a»
and will bold 2000 fathoma of Bounding wire, one fathom to a turn on the first
layer, increasiDg as the score is filled. The fiiction groove common to all somid-
ing reels is on Oie right side.
Tbe cranks, d, e, bj which the reel is turned, have oooical firiction Buifaces.
which are brought into action by turoiDg tbe right cnmk, % half a turn ahead,
orauk d remaining clamped, or hoA firmly in the hand. The reverse motion re~
leases the reel and it turns freely without moving [he cranks.
On the left (rf* the fisme, between it and the crank is a worm wheel which
operates the regisWr. Tbe ratchet and paul are on tbe rii^t, between the Inme
and crank. The arm g, supporting the guide pulley A, is of flat bar iron, its lower
md riveted to the frame between tbe lugs, i The later machines have a binge
at this point composed of a single bolt, and pin j the latter being withdrawn, the
aim lowers, bringing the guide pulley inside of thi; frame, when the reel is un-
shipped.
The small metal block,/, projecting Irom the arm, is part of a tackle for su:^
pending tbe reel when mounting and dismounting. The ^ide pulley, A, is of
brass, with a deep groove for tbe wire ; it works between guides which terminate
in a spindle enclosed in a brass cylinder, p. The pulley is siispendp<1 by a coiled
Ting BurroundiDg the qiindle above mentioned, which allows it » vortii^ motion
about three inches. A brass guari] surrounds the upper portion of the pulley
to prevent the wire from Hying off if suddenlv slacked. A small aim, it, projpct«
from the upper und of the spinrllo and works through a slot in the cylinder v.
tUta standing part uf tlie friction IJiio is secured to (he eye n, carried around the
reel ia the friction groove to m, n-liere a small line, I, \i made fast to it oo the
bight, one end being made fast to tlio arm g, and the utber to the arm k, tbe
slack of the line being taken in befoi'e tbe weight of tbe lead is taken on tht-
Bounding line. In this portion considerable force will be required to move the
reel ; but the lead being suspended, tlie spring is comprtutsed and the tension ou
the friction line relieved, allowing iho reel lo n-volre freely.
X Negretti and Zambra de^vsca thermometer in the wuoilen c&'W fiimisiied
by the makers is shown at q. The same thernionieter in Tanner's raeUl esse is
shown at r ; the metal messenger which is sent down on the wire to release ihe
slip hooks and reverse tlie thermometer is susprnded at (. The comparative
sizes of the ordinary det'p^ea lead hne, the hand line, and sounding wire are
shown at f, u, v.
The machine turns freely, the Kuide pulley taking the direction of the wire il^
from any cause, it trends out of tbe ^rpendicuUr. A set screw is pi-ovided in
tbe rail bearing for clamping the machine to <>teady it while heaving in.
The reel is usually kept in a tank of oil when not in use, to preserve the wire.
By an ingenious arrangement, for which we are indebted to Mr. Tippet, draughts-
man at the Ordnance D,>parti(ient, Navy Yard, Washington, D. C., the reel is
unshipped by simply unscrewing the nut d, shown on tlie lace of crank, d, and
withdrawing the shaft to the right, leaving the ratchet, worm wheel, and crank d
in position.
The total weipht of the machine is 138 lbs.
The wire used is purchased from the Wa.aLbum and Moen Manufacturing
Oompany, Worcester. Mass.. and is called by them " No. 1 1, Music " ; it wei^
J
SHIPS* PAPBBS.
.0145 of a pound to the fathom, or 14.5 lbs. to the nautic
strength af 200 to 250 pounds.
The method of splicing is simple and effective. T
«bout 2 feet are thoroughly cleaned and laid together
jawed turns; the en«is and two or three intermediate
very fine wire and covered with solder, which is smooth
paper.
The stray line to which the lead is bent consists o
cod line spliced to the sounding wire in the following i
wire is stuck twice against the lay, about six inches f
line, then passed with the lay for about six inches, tne
the lay and served over with seaming twine. The wire
the lay to the end of the /ine, the strands trimme<l
with twine ; a seizing is also put over the wire first stui
makes a smooth and secure splice which passes readil
without danger of catching under the closely fitting guii
To take a sounding, the machine being mounted as u
lead bent on, cranks out of action and friction line at t\
the left hand turn the reel slightly and reverse the pi
hand on the friction line at m governing the movem<i
pressure up or down, lower the lead carefully to the wal
and proceed to take the sounding, taking care that the 1 1
out Ulster than the lead will sink. When the lead strike i
line, assisted by a slight pressure of the hand, if nece i
The number of turns will then be read on the register f
&thoms.
If a temperature is to be taken with the apparati !
the reel a turn or two by hand to get the lead off the I
time for the thermometer to take the temperature anc
run down the wire, detach the slip hooks and capsize th !
the temperature.
To heave the lead up, clamp the machine to keep it i
into action by turning the right one half a turn ahead, \
heave away.
To use piano wire successfully for sounding, it must
kink or even a short nip means a break ; therefore great
ling it.
APPENDIX K
SHIPS' PAPERS. ♦
Every merchant vessel should carry on board somi
nationality, issued by the authorities of the country to ' '
The official voucher of a vessel which belongs tc
register of its mercantile marine, is a certificate of hei
its form varies and passes under different names — '^ Pas
The Certificate of Registry is a documen
of the port to which the vessel belongs, and usually s
vessel and of the port to which she belongs; her t i
master ; particulars as to her origin ; the names and de :
owners.
The Pasiport purports to be a requisition oi
power or state to suffer the vessel to pass fi'eely with i
• From ** The Sailor's Pocket Book," by Capt. F. G.
510 ships' papers:
goods and merchandise, without any hindrance, seizare, or molestation, as being
0¥med by citizens or subjects of such state. It usually contains the name and
residence of the master ; the name, description, and destination of the vesseL
The Sea-letter, or Sea-brief, is issued by the civil authorities of
the port from which the vessel is fitted out ; it is the document which entitles
the Master to sail under the flag and pass of the nation to which she belongs ;
it also specifies the nature and quantity of the cargo, its ownership, and destina-
tion.
The Charter-party is the written contract by which a vessel is let, in
whole or in part, the person hiring being called the charterer. It is executed by
the owner or master, and by the charterer. It usually specifies the name of
the master, the name and description of the vessel, the port where she was
lying at the time of the charter, the name and residence of the charterer, the
character of the cargo to be put on board, the port of loading, the port of de-
livery, and the fireigbt which is to be paid. The Charter-party is almost invari-
ably on board a vessel which has been chartered.
The Olllelal liOS-book is the log-book which the master is compelled
to keep in the form prescribed by the municipal law of the country to which the
vessel belongs.
The Ship'f lioy is the log kept by the master for the information of the
owners of the vessel.
The Builder's Contraet is to be expected on board a vessel which
has not changed hands since she was built. It is not a necessary document, but
it sometimes serves, in the absence of the Pass or Sea-letter or Certificate of
Registry, to verify the nationality of a vessel.
The Bill of Sale is the instrument by which a vessel is transferred to
a purchaser. It should be required whenever a sale of a vessel is alleged to
have been made either during a war then in progress or just previous to its com-
mencement, and there is any reason to suspect wat the vessel is liable to deten-
tion, either as an enemy's vessel or as an American or allied vessel trading with
the enemy.
Bills of lAdlng usually accompany each lot of goods.
A BiU of Lading on board of a vessel is a duplicate of the document given
by the master to the shipper of goods on the occasion of the shipment, the
name and destination of the vessel, the description, quantity, and destination of
the goods, and the freights which are to be paid.
The IiiTOlees should always accompany the cargo; they contain the
particulars and prices of each parcel of goods, with the amount of the freight,
duties, and other charges thereon, and specify the name and address of the
shippers and consignees.
The manifest is a list of the vessel's cargo, containing the mark and
number of each separate package, the names of the shippers and consignees, a
specification of the quantity of goods contained in each package, as rum, sugar,
&G,^ and also an account of the freight corresponding with the Bills of Lading.
The Manifest is usually signed by the ship-broker who clears the vessel out
at the custom house, and by the master.
The Clearance is the certificate of the custom house authorities of
the last port from which the vessel came, to show that the custom duties have
been paid. The Clearance specifies the cargo and its destination.
The Muster Roll contains the name, age, quality, place of residence,
and place of birth of every person of the vessel's company.
Shipping Articles are the agreement for the hiring of seamen. They
should be signed by every seaman on board,, and should describe accurately the
voyage and the terms for which each seaman ships.
' "The Bill of Health is a certificate that the vessel comes firom a place
where no contagious disease prevails, and that none of her crew at the time of
her departure were infected with such disease. It must be viM at the port of
departure by the consul of the nationality of the port of arrival.
APPENDIX 0.
DEFINITIONS OF TECHNICAL TERMS
CONSTRUCTION.
TERMS USED IN SHIPBUII
J^r^tared by Mr. Charles Hehje, U. S. .
1. Alter Body.
That part of a ship's hull abaft the mi :
or in case where a ship has a parallel mi I
the after end of the middle boay.
2. After Peak.
The extreme after compartment in a sh i
8. Air Ductf.
A system of pipes for ventilation, mad*
which, by means of blowers, fresh air is
is extracted from, the various compartm(
4. Air Plugs.
Small screw plugs fitted in waterti&rht : i
which are removed when it is desired to '
water, so that the air can escape, and ai i
tion is completed.
5. Air Ports.
Openings in the side of a vessel to adn
ered decks, state-rooms, etc., fitted to cL
a hinged composition frame and secured i
composition shutter is provided to close
dent, etc.
9. Amldsliips.
The middle of the ship, either with reg
7. Anchor Bed.
A sloping recess in the upper deck on i
storage of the bower anchors out of the i
Short beams, for the anchor to rest and I
anchor beds, both the beds and the bean •
bow, so as to throw the anchor clear of
8. Angle Bar.
A rolled bar of iron or steel consist \
angles to each other.
9. Angle Bar, l^atemrajr.
See "Waterway Angle Bar."
10. Angle, Box.
See "Box Angle."
11. Angle Bulb.
An angle bar having a bulb on the e<
the purpose of strengthening it.
611
512 DEFINITIONS OF TECHNICAL TERMS.
12. Angle CllpH.
Short pieces of angle iron used for connecting floor or bracket
plates to vertical keel or longitudinals, etc., and for similar pur-
poses.
18. Angle, ]>oable Staple.
See "Double St«ple AiiKle."
14. Angle, Staple.
See "Staple Angle."
15. Annealing Steel.
The procsss of heating the material in a furnace and afterwards
allowing the fire to die out, thus permifling the steel to cool grad-
ually whilst remaining in the furnace. It relieves the material from
any previous condition of strain and so restores its strength.
16. Areh.
That part of the stern frame forging or casting of a single screw
ship which conn(K:ts the upper part of the stem post and rudder
post.
IT. Areh of Beaniii.
Same as "Beam, Crown of."
18. Arnic»r Bars.
Bars placed in such hatches or other openings of the protective or
armored deck as cannot be closed in action, to keep out shot and
shell.
19. Arni€»r Boltfi.
Heavy bolts of mild steel by which the side armor is secured.
They are threaded so as to screw into the back of the armor plate
from the inside, the inner end of the bolt being provided with a
square head for that purpose. The inner end of the bolt is also
threaded and provided with a large nut by means of which the armor
is drawn close up against the wood backing, an elastic cup lieing in-
serted between the nut and the side plating of the ship.
20. Armor Orating.
A grating formed of heavy metal bars, placed in such hatches or
other openings of a protective or armored deck, as cannot be closed
in action, to keep out shot and shell.
31. Armor Shelf.
A wide continuous horizontal plate ur longitudinal about 4} feet
below the waterline, serving as a foundation for the vertical armor
belt and the l)acking and framing behind the armor. Its outer edge
has a watertight connection with the shell plating by means of a fore
and aft angle bar, while the inner edge is similarly connected to the
wing passage bulkhead.
22. Arm<»r, Diagonal.
A protection of heavy steel plates in ships which have only a par-
tial vertical armor protecting the boiler and engine compartments
and which are fitted with an underwater protective deck at the ends.
It derives its distinctive name from the fact, that, although a con-
tinuation of the vertical side armor, its course is deflectea towards
the middle line of the ship at an angle of about 45 degrees with the
latter, so that both sides meet at the middle line. Its depth is the
same as the vertical side armor, but in thickness it is generally a
trifle less. Its lower edge rests on the end of the underwater pro-
tective deck.
DSriNlTItlNS OF TBCHKICAI.
Kt. Armor, Fnunlns Behind.
It consists of vertical jiktes extendiQgl
deck above, with a honzontal ^rder wo:
the plate frames, the whole to be thorough
behind armor, deck mid shelf plate, by &
vertical tie plates are worked in wake iif t
the top and bottom ot the frames.
514 DEFINITIONS OF TECHNICAL TERMS.
81 Battens, Mould lioft.
Long flexible strips of wood of rectangular or square section, for
drawing in the ship's lines on the mould loft floor. For long easj
lines» such as sheer lines, etc. , those of rectangular section, ranging
from ^" X 2" to {" z 8" are used flat ways, while for greater curves
such as the frames, those of square section, varying from I" x 4" to
1" X 1" are used.
35. Battle Hatch.
A heavv, solid metal cover, of same thickness as the deck, for
closing a hatch in a protective or armored deck, when preparing for
action.
86. Battle Shutters.
Solid metal covers placed over deck lights, etc., when preparing
for action.
87. Beams, Deck.
Pieces of timber or rolled iron or steel shapes, for the purpose of
holding the vessel's sides to their proper shape, and for the support
of the deck.
88. Beams, Arch of.
Same as *' Crown of Beam/'
89. Beam, Camber of.
Same as ''Crown of Beam."
40. Beam, Cromm of.
The convex deviation of a beam from a straight line. The form,
which is a segment of a circle, is adopted so that any water shipped
on deck will readily flow oft toward the scuppers and freeing ports.
41. Beam, Round up of.
Same as ''Crown of Beam."
42. Beam, Spring of.
Same as "Crown of Beam."
48. Beams, Half.
Beams used in the wake of hatches, they are less than half the
length of full beams and run from the side of ship to the hatch car-
ling only.
44. Beam Arms.
The split ends of deck beams, having the lower half of the split
end bent downwards and a piece welded in, so as to afford a better
means of securing them to the frames. -
45. Beam Knees.
Same as "Beam Arms."
46. Beam at middle Line.
The line formed by the intersection of the diametral, or vertical
longitudinal middle plane of the ship, with the upper surface of the
deck beams.
47. Beam at Side Line.
The line formed by the intersection of the upper surface of the
beams with the side of the ship.
48. Bending Slab.
It is composed of a number of square blocks of cast iron fltted side
by side, their united surfaces being of sufficient area for receiving
DEFINITIONS OP TECHNICAL TERMS. 51^
the full length of any bar, etc., to be bent. Numeroa? holes are
provided in the blocks for receiving the dogs and other tools em-
ployed in bending the bars, etc.
49. Bertli Deck.
' ' The deck below the gun deck or main deck, which is used princi-
pally for berthing purposes, and on which no guns are carriea.
50. Bevel.
An instrument composed of a stock and a movable tongue, for ap-
plying the bevellings to frames and other parts of a ship.
51. Bevelliiiffs.
The angles formed by two surfaces of different directions, such as
formed by the transverse and faying flange of a frame angle iron.
When the angle is obtuse the bevelling is called "standing;" when
acute, it is called "under."
52. BcTelllnff Board.
A narrow, parallel edged board, on which the bevels for the
frames are marked.
68. BUve.
The quickly curved part of a ship's hull between the nearly
straight and vertical side and the more or less flat part of the bottom.
54. Bilge Keel.
A keel of triangular shape, securely fastened to each bilge for
about one-third to one- half of the ship's length. It consists of r two
plates, flanged on one edge to form connection with the bilge
strake, while the other two edges meet and are riveted together.
It is filled in with white pine. Its object is to check the ship's
rolling. For composite ships it is made of wood and of rectangular
section.
65. Bilge Keelsons.
The keelsons fltted at the lower turn of the bilge on each side, on
the inside of the ship.
56. Bilge Strakes.
The strakes of plating of a ship's bottom at the curvature of the
bilge. They are situated at the extremities of the floor plates, where
the frames and reverse frames meet and are riveted together, and
where there is in consequence a break in the continuity of the trans-
verse strength. On account of this discontinuity of strength, the
bilge strakes are generally made somewhat thicker than the rest of
the bottom plating.
67. Bilge Stringers.
Keelson -like longitudinal arrangements fltted on the inside of the
frames at the upper turn of the bilge.
18. Body Plan.
That portion of the sheer draught in which the form or curvature
of the ship's frames or vertical transverse cross-sections are shown.
59. Body Post.
The same as stempost ; the use of the [term signifles that the ship
has also a rudder post, consequently it applies to single screw
steamers only.
60. Bolts, Armor.
See "Armor Bolts."
616 DBPINITIONK OF TBCHNICA1, TBBKS.
fll. Bolt*, Baoklnv.
See " Backing Bolts."
<i'i. BoRi Plate.
The aftermost plate oo each side ol the stem tube in Bingle sorev
ahipf. Il is the taut plate riveted ia pUce twd therefon imaged bo
Ihat the edges are equallj above and below the tulie.
<t3. Bottom, Double.
See "Double Bottom."
ti4. Bottom, Inner.
See "Inner Bottom."
fVi. Bottom, Outer.
See "Outer Bottom."
66. Bottom, IVater.
See ''Water Boltom."
67. Bow.
The forward cxtreiDlty of a ship aiwve the waterline.
en. Bow anil Buttock Lluei.
They are Formed by longitudinal vertical sections or planes par-
allel to the lon^tndjnal vertical central plane which divides the ship
into two symmetrical halvea. In the body plan and half breadth
plan they appear as straight lines, while in the sheer plan theii fprm
or curvature is eh own.
«t. Vox An(le.
A continuous iinjile iron fitted around the edge of a solid floor
plate and having the two ends welded together, used to connect the
edges of the Hoor-plate to the outer and inner bottom plating and
the ends to the adjoining longitudinals.
70. Bracket Frame.
A shift's frame in which the frame angle bar. the reverse bar and
the longitudinals are connected by braclet plates, leaving a portion
of the frame angle liar and reverse bar, midway ijetween two longi-
tudinals, unconnected.
71. Bracket Plates.
Plates forming a part of a Bracket Frame. They serve as a con-
nection between the main and reverse frame angles and longitud-
inals, one edge .being riveleil to the moulding flanges of the main
and reverse angle bars respectively, while another edge connects to ■
longitudinal, either by flange or angle clip.
72 Breadtta, (Extreme).
The greatest breadth of the ship measured over the outside of the
planking or plating.
7H, Breudtb, (Moulded).
The greatest breadth of the ship measured over the outside of the
frames.
74. Breasthooks.
The ordinary "breasthook" is fltted at the extremities of bilge
keelsons, side stringers, etc., and consists of a ptate riveted to the
keelson or stringer on each side, thus joining the two sides of tht
ship together. In the case of ordinary deck stringers the junction of
the extremities of the plates on each side forms sbreBSthook. WbeU
fltted at the stern they are termeil "crutches," however the gonerio
name "breasthook" is generally applied to all of them.
MlFTinTION6 OT TSCHNICAL tBItltS. 517
75. Bridge.
An elevated platform extending across from one side of the vessel
to the other, used for purposes of observation^ conning, etc.
76. Bridge Deek.
A partial deck above the main deck amidships, the spac^e under
which is not enclosed, or consists of small compartments.
77. Bridge, Fore and Aft.
An elevated gangway connecting the forward and after bridges, or
a bridge with the forecastle or poop deck.
78. T Balto irmk.
A rolled beam having a bulb on one edge of its web and a double
flange at the outer edge. It is principally used for deck beams and
is known as the '^Butterly Section."
n. Bulb Plate.
A rolled plate having a bulb formed on one edge for the purpose
of stiffening it.
SO. BulMheads.
Transverse or longitudinal partitions which separate one part of
the ship from another.
81. Bulkliead Angle Irons.
The angle irons connecting the transverse bulkheads to the shell
plating.
82. Balwark Plating.
The light plating around the upper deck to provide for the safety
and comfort of the crew. It is a continuation of the hull plating,
the lower edge being secured to the upper edge of the sheer strake.
83. Bal^irark Stajrs.
Supports for the bulwark plating. They are made of round iron,
the heel being secured to the waterway angle bar, while the upper
end is bent inboard for the support of the rail. About midway they
are provided with a horizontal arm, called a "spur," the end of
whic*n is formed into a palm, so as to distribute the support as much
as possible over the whole plate.
84. Butt.
The end of a plate or bar. Also the joint made by the ends of two
adjoining plates or bars.
85. Butt Plate.
A short piece of plate reaching from frame to frame in composite
ships, placed under the butts of two planks of the same strake, so as
to stiffen the butt.
V
86. Buttockfi.
The extreme part of the after bo<ly above the waterline
87. Bntt Strap.
A strap connecting the butts or ends of two adjoining plates or
angle bars, etc. For plates they are called butt straps, while in the
case of angle bars they are generally called angle straps.
88. Bntt IStrap, Double Riveted.
See "Double Riveted Butt Strap."
89. Butt Strap, Single Riveted.
See "Single Riveted Butt Strap."
519 DETINITIONa OF TBCHNICAL
90. Butt Strap, Tr«ble Blreted.
See "Treble Riveted Butt Slnp."
91. Camber of Beaoi,
Same M "Crown of Beun."
93. Cant Body.
The cant body comprises those fnunes forward «Dd abaft the
Suare bodj whose planes are not at right angles to the centre lina
the ship,
93. Cant Frame.
A frame not standing normal to the longitudinal vertical middle
plane, but canted so as to be nearly normal to the outar plating. In
metal ships they are only used to form the stem.
04. Carllns.
Parts of the deck framing running in a fore and aft diroctioD,
having their ends connected to the deck beams.
95. Cailng.
An enclosure around batches extending from deck to deck, as fitted
around lioiler and engine room hatches.
96. Caniklnf.
The process of closing a seam or Joint so as to make it watertight
97. CellluK (Closed).
The solid wood covering on the top of the floors, extending to the
heads of the floor plates to prevent cargo from getting between the
framei'. It has no structural importance. As much as posaible of
the ceiling should be portable, in order to afford ready acceaa to the
limlwrs, etc.
98. Celling (Open).
The same as "Sparring."
09. Cementlnf .
~ r surfaces of the bottom plating are coated with cement
"' ■ - ^ -' ^- - if the rivet heads and pla-
The oement is
o the drainage or limber holes cut
in all casee must bo well covered.
100. Central SuperstrHcture.
See "Superstructure, Central."
101. Cbatn RivetlnB.
See "Riveting. Chain."
103. Clip, Ansle.
See "Angle Clip."
103. Coallnc Scuttle.
A scuttle through which coal is put into the bunkers.
104. Coaming!.
The parts of the hatchway framing which lie in a fore and oft
direction.
105. Coffer Dams.
Cellular subdivision around the hatches and sometimes around the
ship's sides, from a little below to somewhat above the water line,
arranged sr>, that in ca^^e of perforation, etc.. old sails, mats or other
material may be forced into the cells from above, for the purpose of
stopi'inK the inrush of water.
5{iM) DEFINITIONS OF TECHNICAL TBBm.
121. Deck, Armor.
See "Armor-Deck."
IdB. Deck, Berth.
See "Berth Deck."
128. Deck, Bridffe.
See *' Bridge Deck."
124. Deck, Defleetive.
Same as "Armor Deck."
125. Deek, Foreeattfe.
See "Forecastle Deck."
126. Deck, Gnu,
See "Gun Deck."
127. Deck, LfOirer,
See "Lower Deck."
128. Deck, Main.
See "Main Deck."
129. Deck, Orlop.
See "Orlop Deck."
180. Deck, Platform.
See "Platform Deck."
181. Deck, Protective.
See "Protective Deck."
132. Deck, Splinter.
See "Splinter Deck."
133. Deck, Watertlffht.
See "Watertight Deck."
134. Deck Eilnes.
The lines showing the form of the deck in the half breadth plan.
135. Deck Pipes.
Pipes fitted in the decks for the passage of the chain cables to the
lockers. They are generally made of cast-steel and located under
the after side of the windlass.
136. Deck Stringers.
Wide continuous plates placed upon the extremities of each tier of
iKJrtms. Their principal functions are:
1st. To assist in connecting the deck beams to the side of the ship.
2nd. To .stiffen the shell plating in the vicinity of the stringer.
3rd. To contribute longitudinal strength to the ship.
187. Deflective Deck.
Same as "Armor Deck."
13H. Diagonal Armor.
See "Armor, Diagonal."
139. Diagonal Lines.
Lines formed by fore and aft planes crossing the waterlines
obliquely. They appear as straight lines in the body plan, their
form or curvature being shown in the diagonal plan.
UEFINiTIONH OF TECHNICAL TBRHH. .V2l
140. DlacoDBl Tie Plate**.
PUt«B laid iliagnnally from side lo siilu «( tile slii)i, rivel«d to thi-
beams and liutt ttirapped to the stringara and lonicitii<lin»l tie platec.
They are chiefly of value in resisting the stroinn communicated ti>
the deck by the mftstK. for which n'*<oti they are flttitl in siiilinir vpn-
sels only,
141. Diametral.
The vi'rti<-al loii|;itiidinal plane through tlie it
ilividhiK it into two Hytnmctrical halves, t
stertiposi, kpel. stfm and upper deck,
143. Diamond Platen.
Diamond :<haped small pluli's npjilieil lo streriKthen the cuniiec-
tioDB of eertain parts of framint;, Hiit^h as continnons and interoostal
parts flundinK at rii;ht anKW,
)4», D«>eklnc Keeli.
Heavy wmiden Un-h tttliil on tarj^- ships with <.vniparatively Uat
floor at some distance from the flat centre koel plate, and eKtendinjc
for nearlr halt the ship'« tengith. Their lower ihIkc in in the same
horizontal plane with thi< n'ntre keel, so that in ilrK-kiiiK. etc.. thcy
wrve as ailiiitional sup|iorts,
144. Dotp).
Belli pinri, for the imrpow ii( huldiiiK angle bttrH, cti.. in position
on the l>endin{; slab. Their short arms are driven into the holes oT
thebendinKslab, whili'lheirlnnfrer arms n'stcin thehnriznnlnl flanf^<
of the angle bar,
146. Doultle Bottom.
The space between Ihe outer Ixilliim anil intn'r Imltiiiii plaliiii;.
146. Double Blveted Bnti Mrap.
The strap joining the bulls of two flush pistes, hnt-int; Iwn rows
lit rivets on each side of the butl.
147. Double Riveted Edsc Stiipn.
The strip joining; Ihe edges of Iw.. flnsh plaies, hming two rows
lit rivets on each side of the seam,
14H. Double Riveted Lap Joint.
When the edpo of one plate laps Ihe (nluf "f nnuther plale, the Up
being secureii by a double niw of rivets,
149. Double Staple Annie.
Two staple angles with their ends butting, iir^l fur connui'ting
solid floor-plates in watertiKht rrnnies to (be inner and outer platinK
and the longitudinals.
160. Doubllnc iitrake*.
A second strake of plating in thi
strength i« required, such us Ihe si
161. Draff.
\ term used to denote .■xee.-s of draught of water lift over that
162. Draught of Water Aft.
The draught measureil on the after |>erpendi<.-u]ar, from the lin« of
flotation to the lower side of Ihe ki-el; or to the iniaginary intersec-
tion of the prolongation of the lower side of Ihe keel with the per-
523 DEFINITIONS OF TECHNICAL TERMS.
158. Draught of l^^ater Forirard.
Measured on the forward perpendicular, in the same manner as
descri^)ed for the draught aft.
154. Draught of Water.
The immersed depth of a ship measured from the line of flotation
to the lower side of the keel, at the middle of length between the
|)erpendiculars. The mean of the draught taken forward and aft.
155. Edge Strips.
Continuous strips of plate connecting the edges of the strakes.
They are used for flush phitingonlj and fitted on the inside between
the st rakes and frames, except in the "Lambs*' system of plating,
when the st rakes pay against the frames, in which case they are fitt^
to the outside of the plating.
156. Edge i^trlp, Double Riveted.
See •* Double Riveted Edge Strip."
157. Edge Strip, Single Riveted,
See "Single Riveted Edge Strip."
158. Entranee,
A term applied to the fore part of the ship below the load water-
line, denoting her fineness, as, **She has a fine entrance.*'
159. Even Keel.
A ship having the same draught of water forward and aft. is said
to be floating on an even keel.
160. Exfoliation.
The gradual wasting away of copper sheathing of ships in sea
water.
161. Exhaust Synteni.
A system of ventilation by which impure air is drawn from the
various compartments of the ship and exhausted.
162. False Keel.
A thin keel, made in short lengths, and spiked to the lower side of
the main keel of wooden or sheathed ships, as a protection to the
main keel, and intended to strip off in case the ship takes the ground
163. Fay, To.
To join one piece so close to another that there shall be no percep-
tible space between them.
164. Faying Surfbee.
The surface of such parts of the framing of a ship against which
the plates or planks fay, or against which they fit m such manner
as to leave no o}>enings between the surfaces of the framing and
plating.
165. Flanged Plate.
A plate having one or more of its edges flanged, the flange serving
as a substitute for an angle iron, thus saving weight and labor, or
if not riveted, it prevents buckling of the plate under strain.
166. Flaring.
A term used particularly to denote the shape of a ship's bow. A
ship is said to have a flaring bow when the latter rapidly increases in
fullness from the waterline towards the rail. It is the reverse of
** tumble home."
DEFINITIONS OF TKCHNICAL TERMS. 53iJl
167. Flat*
When a watertight bulkhead is not continuous and a portion of it
stands forward or abaft the other portion, the short piece of water-
tight deck between two or more beams, connecting the lower edge
of one part of the bulkhead to the upper edge of the other, is called
a watertight flat.
168. Flat Plate Keel.
A keel formed of one or two thicknesses of continuous flat plates,
deriving its longitudinal strength from a deep vertical centre through
plate, which is connected thereto by continuous angle bars, one on
each side.
169. Float YalTe, Automatie.
See "Automatie Float Valve."
170. Floor Headi.
The extreme ends of the floor plates, at the junction of tlie fram«
and reverse angle irons.
171. Floor Plate.
A curved plate forming uart of the frame, extending from bilge to
bilge across the keel. Its lower edge is riveted to the frame angle
bar and its upper edge to the reverse bar. Its purpose is to effectivelj
strengthen the ship's bottom.
172. Flush Joint.
A joint made by two plates, angles, etc., arranged so as to form a
continuous fair surface by means of a seam or butt strap.
173. Flush Plating.
By this system the outer surface of the shell plating is smooth,
the ed^es and butts being united by edge strips and butt straps on
the inside.
174. Fore Body.
That portion of the ship's body forward of the midship section or
dead flat.
175. Fore and Afl.
In the direction of the ship's length, ranging from end to end.
176. Fore and Aft Bridge.
See *' Bridge, Fore and Aft."
177. Fore and Alter Bloods.
The end plates of a shell-strake which terminate upon the stem or
stempost.
178. Foreeastle Deek.
A partial dock above the main deck at the bow.
179. Fore Foot.
The lower end or heel of the stem which connects to the keel.
180. Fore Peak.
The compartment just abaft the stem and below the lowest deck.
181. Frame, Cant.
A frame not standing normal to the longitudinal vertical middle
plane, but canted so as to be nearly normal to the outer plating. In
metal ships they are only used to form the stem.
182. Frames.
Ribs or skeletons made to re^juired varying forms, serving as %
fM DBFINITIONB OP TEC^HNICAL TERMS.
strengthening and support for the shell plating. They generallr
consist of: a frame angle bar, a floor plate, and a reverse angle bar,
securely riveted together.
1^. Frame, Revene.
S<»e "Reverse Frame."
184. Frame lipaee.
The distancH* Wtweeii tho moulding pianos of the franu's in nuMal
ships.
185. Frame, filquare.
A frame standing normal or at right angles ti> ihc longitudinal
vertical middle plane of the ship, either extending across the keel
as in bar-keel ships, or being made in two parts abutting against
and riveted to the vertical keel.
190. Framlnip, Lionffltudinal.
See " T/ongitudinal Framing."
187. FramlniT, TransTer«e.
See "Transverse Framing.**
188. Freeing PorU.
Ports about 8 feet long by 18 im^hes deep in the bulkwarks for the
purpose of rapidly freeing the decks of water when the scuppers are
not sufficient to carry it off; with shutters hinged on the upper edge.
In warships they are generally fitttHi in the gun sponsons.
189. Cterboard Straketi.
The garlKiards are the st rakes of plating next to the keel. With
projecting or l>ar keels they are flanged against the keel in all cases :
m the case of flat keel plates their inner edge meets the outer edge
of the inner flat keel plate and the overlap of the outer keel plate
forms the seam strap.
1;90. Olaeli Platen.
Sloped armor plates worked around the hatches on the protective,
armored or watertight decks. They are generally placed within
(>.offerdams.
191. Oratlnn, Arm«»r.
S<»e "Armor drating."
192. Oudfceons.
The lugs on the after side of the sternpost or rudderpost, b*»re<l
out to receive the pintles by which the rndder is hung.
193. Oun Deek.
A complete deck, on whit^h guns an* c«rrie<l, lietween the niaiii
deck and berth ile<"k.
194. Oun Sponsonn.
Projections on tin* side of a shij», h'vel with tlie deck, on which guns
are mounted, for the purpose of giving them a greater train. They
are supported by an angle-iron frame-work, plat«d over, and con-
nected to the ships's side by brackets and angle irons.
195. Oun Supports.
They consist in most cases of a partial plate cylinder, efficiently
stiffened by angle irons, extending from the deck-})lating under the
gun to the decks below or to the frames and plating of the ship.
Doorways are cut in them and the spa^«e within is generally used for
£ particular purposes.
.< . J
'526 DEFINITIONS OF TECHNICAL TERMS.
209. Hatch, Battle.
' - See "Battle Hatch."
210. Hateli, Companion.
See "Companion Hatch."
211. Haume Holes.
The cylindrical holes in the bow of a vessel, on each side of the
stem, in which the hawj?e-pipes are fitted.
212. Hawse Pipes.
The cast steel or iron pipes fitted into the hawse-holes, having
heavy rounded flanges against the l>ow and deck, to tAke the chafe
of the chain-cables.
213. Head.
The upper end of any part of a ship's framing, viz. : the head of a
frame, or head of the stem, etc.
214. Head Ledges.
The athwartship pieces of the hatchway framing.
215. Heel.
The lower end of any part of a ship*s framing, viz. : heel of a frame
or heel of the stem, etc.
216. Heel Pieces.
Short pieces of angle irons serving as butt straps when the frame
angle bar is butted at the middle line. They are placed on the side
of the floor plate opposite to that to which the frame angle bar is
riveted.
217. Hogging.
A vessel is said to hog when the ends are drooping relatively to the
middle part, thus producing an extension of material, or a tendency
to tear it in the upper fiart of the vessi'l ; and compression, or a ten-
dency to crush the material of the keel and bottom plating.
218. Hold Beams.
They have no deck laid on them and for convenience of stowage
are more widely space<] than other tiers of beams. For this rea^n
they have to be made of extra strength and the hold beam stringer
is ailditionally stiffened by angle irons and other means.
219. Hold Stringer.
Stringers in hold are the keelson-like longitudinal arrangements
fitted on the inside of the frames between the lowest tier of beams
and the bilge keelson.
220. Hoods, Fore and After.
See "Fore and After Hoods."
221. Horn.
To horn the frames of a ship means to adjust them so as to bring
their moulding plane at right angles to the longitudinal middle line
of the keel.
222. Hull.
The framing of the .ship, the watertight envelope, the decks, etc. ;
in fact the Ixxly of the ship complete, but without masts, yards, sails,
rigging and other ecjuipments.
223. Inner Bottom.
The inner skin or watertight plating secured to the reverse frames.
DEFINITIONS OP TECHNICAL
extending through the boiler and engin
upper surface of a volume called the dou
224. Inner Frame Aniple Iron.
Same as " Reverse Frame Angle Iron.'
225. Intercostal.
A part, which, on account of obstruct i
continuous and therefore is worked in sh
structions.
226. Intercostal Keelson.
It consists of vertical plates fitted be
connecte<i thereto by an angle iron on ea<
a continuous bulb plate and two angle i
to the reverse frames, or a plate keelson
the top and bottom ; the continuous pla
the floors sufficiently to connect to the in
of rivets.
227. Keel.
It is the lowest part or backbone of the
and sternpost. It is the first part of th<
blocks and the foundation for the whole
228. Keel, Bar.
See "Bar Keel."
229. Keel, Bllffe.
See "Bilge Keel."
230. Keel, Flat Plate.
See "Flat Plate Keel."
231. Keel, Side Bar.
See "Side Bar Keel."
282. Keel Blocks.
The foundation for a ship while under
ing of a series of heavy blocks of gradual
the keel of the ship is laid.
283. Keelson.
A longitudinal device to prevent local
due to excesses either of weight or buoyi
a considerable length the effect of concen
284. Keelson, Bilge.
See "Bilge Keelson."
285. Keelson, Intercostal.
Sc^e "Intercostal Keelson."
286. Keelson, Middle Line.
See "Middle Line Keelson,"
287. Keelson, Side.
See "Side Keelson."
288. Keelson Plate.
The same as the " Vertical Keel Plate
used for merchant ships only.
289. Kingston Valve.
A common form of sea- valve in the si(
528 DEFINITIONS OF TECHNICAL TSSM8.
which the sea-section of the pump leads. Water enters when the
valve is pushed outward from its seat.
240. Knee Plate.
A triangular shaped plate used to connect the end of a beam to
the side of the ship, when no knee or arm is formed on the beam.
241. Knuckle.
The sudden an>;Ie or the point of change of direction made by the
.xtern framing in many ships, at or just toIow the deck.
242. Lamb's System of Plating.
Under this system the edge strips are fitted on the outside, so that
the inner surface of the plating is flush and fays against the frame
angles. Butt straps fitted on the inside between the frames.
348. Lap Joint.
• The joint made by two plates, by lapping the edge of one over that
of the other.
244. Lap Joint, Double Riveted.
See " Double Riveted Lap Joint."
245. Lap Joint, Mngle Riveted.
See •' Single Riveted Lap Joint."
246. Lajrlng OfT.
The process of enlarging the ship's lines from the drawing to their
full size on the mould loft floor.
247. Lightened Plate Frame.
A frame having floor plates with openings cut in them for the
purpose of saving weight and to give access to adjoining compart-
ments. A construction stronger than the bracket frame.
248. lilmber Holes.
Circular holes in the lower part of the floor j)lates, just above the
vertical flange of the frame angle bar and in the vicinity of the
middle line keelson or vertical keel, for the purpose of draining the
water from frame space to frame space. They range from 2 to H|
inches in diameter.
249. Liners.
Narrow pieces of plate fitted between the raised st rakes and the
frames, extending from edge to edge of the two underlying inner
strakes. With the clencher system of plating the lines are necessarily
of wedge form. When consecutive inner strakes are of different
thickness, the liners to the intermediate outer strake will be slightly
tapered.
250. lioeal (Strength.
The capacity to resist forces applied over relatively small areas,
such as the fluid pressure tending to bulge the skin of the bottom
plating between the frames, the point of a rock in taking the ground,
or of a ram in action, etc.
251. liOngltudinalM.
They are similar in construction to the continuous vertical keel
in ships with flat keel plates and are placed at intervals between tbe
latter and the margin plate at the bilge, in unarmored ships, and
between the vertical keel and armor shelf in armored ships, out are
continuous only throughout the double bottom space, beyond which .
they are worked intercostal. Their position is normal to the shell
plating.
DEFINITIONS OF TECHNICAL
252. EfOngltadlnal Framlny •
It includes all those structural parts c
fore aud aft direction, and afford longrituc
253. 1L.onEltadinal Tie Plates.
Continuous plates laid all fore and aft
ways on each tier of beams, except when a
They serve to keep the beams to which th
relative position to each other and to res
ling.
254. IfOmrer
In a ship having two gun decks, the lov
the *' Lower Deck."
255. EiU9 Pleees.
Short pieces of angle iron of the same s
back to the reverse angle bars in the w
side stringers, etc. Their object is to giv«
tion between the latter and the frames.
256. Malm Deck.
The highest deck extending from stem
257. Main Frame Anuria Iron.
The outer angle iron of a frame to >
riveted.
258. Maker.
A tool used in caulking metal ships,
been made in the edge of the plate, .so i
tightly against the aajoining plate.
859. Manger.
A space abaft the hawse-holes formed 1
so as to prevent the water entering thro
rushing aft on deck.
260. Hanger Board.
The athwartship coaming forming tl
manger.
261. Manholes.
Hatches smaller than scuttles; when s
a man.
262. Manifold.
A valve eliesl or suction box into which
ent compartments of the double bottom, <
one pump can be made to draw water froi
ments connected with il.
268. Margin Plate.
The outermost strake, on each side, of
having a watertight connection, either b\
the shell plating
264. Matt Partners.
The special framiiii^ and plating l>etwt'
the mast-holo.
S65. Mast-Steps.
The forgings or steel castings secured t
deck, into wliich the heel of the masts are
530 DEFINITIONS OP TECHNICAL T^RMS.
266. Mean Draught.
The mean of the draughts taken on the forward and after per-
pendiculars.
267. Middle Line Keelson.
A continuous plate keelson running fore and aft above the centre
of the keel. It is secured to the reverse frames and lug pieces by an
angle bar on each side, its upper edge being strengthenetl by two
similar angle bars, which are sometimes capped with a flat plate,
called a rider plate. Whenever an intercostal keelson is fittcii be-
tween the floors, the plate keelson is scored down over the floors and
is riveted to the upper edge of the intercostal plates.
268. Midtiiip flection.
The vertical transverse section, having the greatest breadth at the
I load water line, and generally the largest area and situated at or
near the middle of length, also called the ** Dead Flat " and denoted
on the plan by the symbol **®."
269. Middle Body.
That portion of the ship's body amidships, having a uniform cross-
section.
270. Military Matt.
A hollow metal mast, generally erected on top of the conning
tower, well stiffened by vertical angle bars, and provided with one
or more militflry tops for the mounting of machine guns, search
light, etc., having doors in the after side and a ladder or .steps inside
to reach the tops.
271. Military Top.
A i)latform around the military mast on which machine guns or
searcnli^hts are carried, supporte<l by radiating brackets, and pro-
vided with light bulwarks.
272. Molded Form.
The form of the ship when the plating or planking is removed, or
the form over the frames of the ship.
273. Mouldiny Edge.
The line or curve defining the form of the frame in its moulding
plane.
274. Moulding Plane.
The plane which traverses the middle of a wooden frame, or the
back of the standing flange of the outer or frame angle l)ar in a
metal frame.
275. Mould IfOfl.
A large loft with smooth and level floor <iu which the lines of ship
are drawn to full size and faired.
276. MouldK.
Patterns made of thin pine boards to conform exactly to the shape
of frames or other parts of a ship, by the aid of which the same can
be bent or fashioned to the required form.
277. Naval Brass.
A composition of 62 parts copper, 87 zinc and 1 tin. It is used
mainly for screw >x)lts for securmg the outer to the inner planking
in sheathed ships.
DEFINITIONS OF TECHNICAL
278. Neutral Axis.
The neutral axis is an imaginary line o !
tudinally through a plate» body, etc. Poi
and thickness it coincides with the mid<l
uniform width or thickness, it is the line ] •
of gravity of the cross section. At the n(
elongation nor compression.
279. IVon-Return Talve.
A valve for drainage purposes which p€ i
one direction while preventing its passage
280. Orlop Deck.
A partial deck below the berth deck, if
tective deck.
281. Outer Bottom.
The plating or watertight envelope secu i
frames, giving the structure the capacity n
1^2. Outside Form.
The form of the ship over the plating
watertight skin or envelope.
288. Outer Frame Angle Iron.
Same as "Main Frame Angle Iron."
284. Panting.
A flexibility, or moving in and out of thi
pressures. It is most likely to occur in thi
of the plating, such as the bow, the roundei
more adapted, by its form, to resist alteriii
pressures.
S385. Panting Stringers.
Additional stringers fitted in the bow I
frames against the tendency to flexibility i
the ship on account of the diminished curv
286. Partial Bulkheads.
Same as web frames. Sometimes, howo\
tween a main and middle or lower deck are
heads which do not extend into the hold.
287. Passing Scuttle.
A scuttle for jiassing ammunition from «
288. Passing Strake.
A continuous strake between butts in th<
289. Plekllng.
A process of removing the mill scale froii
are placed on edge for a few hours in a wea
After being taken out, a stream of water
surfaces being brushed at the same time to
by the action of the acid.
290. Pillars.
The vertical supports of the deck beams,
to the middle line keelson and the palm fo
to the deck beam. They are either solid o]
case have solid heads and heels.
532 dehnitions op technical rimtts.
291. Pilot House.
A small deck hou^ upon the upper or bridge deck enclosing the
steering wheel and steering compasses, from which the vessel is
steered or conned.
292. Pintles.
The round pins or bolts in the forward edge of the rudder-frame
by which the rudder is hung ahd around which it moves. Thej fit
snugly into the gudgeons on the after side of the stem or rudder-
post.
298. Piteli of Rivets.
See ''Rivets, Pitch of."
294. Plate Frame, Lightened.
See "Lightened Plate Frame."
295. Plate, Butt.
See "Butt Plate."
296. Plate, Flanged.
A plate having one or more. of its edges flanged, the flange serving
AS a substitute for an angle iron, thus saving weight and labor, or if
not riveted, it prevents buckling of the plate under strain.
297. Plate, Knee.
Sec "Knee Plate."
298. Platform Deck.
A partial deck situated below a protective or watertight deck.
299. Platforms.
Short pieces of deck in hold, wlierevor required, forward and abaft
the machinery and boiler spaces.
300. Plenum System.
A system of ventilation by which fresh*air is forced into the ship.
dOl. Plumb.
To plumb the frames of a ship means to adjust them so as to bring
their moulding planes to their proper angle with the keel, or perpen-
dicular to the waterliue.
302. Profile Inboard.
A vertical longitudinal middle section showing the decks and the
interior arrangements of the ship.
303. Profile Outboard.
A broadside view of a ship, showing its lioundary lines and all ar-
rungciiionts and <lotuils visible in that condition.
304. Protective Deck.
An iron or steel deck, arched, or inclined at the sides, below the
waterlinc at the side, and slightly above the same at the middle line,
provided it is sufficiently thick to withstand the mining or blasting
effect of the projectiles of the lightest great guns (say 6 inch) under
the most oblique impact only. If such a deck extends from stem to
stern, the ship is said to be protected; if only over the engines and
I Killers, etc., she is said to be *' partially " protected.
305. Protective Deck, Underwater.
A heavily plated deck at the ends of a ship, extending from the
diagonal armor to the stem and stem respectively, situated at the
height of the armor shelf. Its purpose is tne protection to buoyancy "
DEFINITIONS OP TECHNICAL
for the ends of the ship. That part for^
generally has a gentle slope forward towai
the strength of the bow for ramming.
806. <tuarter StanehlonM.
The pillars supporting the deck beams,
used for each beam and they are placed o
die line.
807. Rabbet.
A groove formed in the stem of iron or
to the thickness of the plating, so as to
ends of the bottom and side plating. In
stem, but the keel and sternpo.st are rabb<
308. Raised and Sunken Plating.
A system bv which alternate strakes
frame angles, while the intermediate si
Liners are required for the overlapping ci
lapping edges are either single or doubli
fitted on the inside, those for inside stf
breadth of the plates, those for raised stral
of inner strakes onlv.
809. Rake.
810.
To incline, as the inclination of the st f
from a vertical line.
The projecting under water part of a
of forcmg or ramming in the sides of an
811. Ram Row.
A ship's bow fitted with a stem whic i
recedes at the head, for th^i)urpose of r ,
812. Ram Plate.
A heavy horizontal plate projecting oi
the bottom plating, to strengthen the ste i
the wrenchmg stresses when striking ob i
318. Razing.
The operation of cutting in the ship's i
or on the scrive board with a razing ki i
cannot be easily extinguished.
314. Reeding Tool.
A tool used in caulking metal ships,
the splitter and maker.
815. Reverse Frame.
A part of the frame, formed by an a j
section than the main frame bar. It is *
the floor plate on the side opposite to tli
to back to the latter above the head of (
816. RIbbandft.
Long straight pieces of heavy scant i
to bend to long and easy curves; they i
for the purpose of fairing them after tl •
keel, and to keep them to their proper ] f
If
»»
534 DEFINITIONS OF TECHNICAL TERMS.
ai7. Ribband Linen.
The lines to which the ribbands are bent around the frames of the
ship, after they have been erected. They are generally identical
witn the diagonal lines and sheer lines.
818. Rider Plate.
The same as the "gutter plate" in ships with a continuous vertical
keel. Also the flat plate covering the two upper angles in a middle
line single plate keelson.
819. Rite of Floor.
Same as *' Dead Rise."
820. Rivet, Tap.
See "Tap Rivet'
321. Rivet, Tiiroagli.
See " Through Rivet'
822. Riveting, Cliain.
When rivets are placed in parallel rows with correspoDding nvets
opposite each other.
828. Riveting, Zig-zag.
When rivets are placed in parallel rows, the rivets of one row being
spaced midways between those of the adjoining row.
324. Rivets, Distanee of.
The distance from centre to centre of the rows of rivets in double
or treble chain riveting. It depends upon the size of the rivets used
and the standard rule is 2^ times their diameter.
825. Rivets, Piteli of.
The distance between the centres of any two rivets in the same
row.
826. Room and Spaee. s
The distance between the moulding planes of the frames la wooden
ships.
827. Round Up of Reanm.
Same as "Crown of Beam."
828. Rudder Post.
The post abaft the stempost or body post in single screw ships, to
which the rudder is hung.
829. Run.
A term applied to the after part of the ship below the waterline,
denoting her fineness, as: " She has a full run."
830. Saddle.
The semi-circular supports for the boilers.
831. Sagging.
A vessel is said to sag when the middle part is drooping relatively
to the ends, thus producing compression of the material or a ten-
dency to crush it up at the upper part of the vessel, and an extension
of the material or a tendency to tear it in the lower part of the
vessel.
832. Seantllng.
The dimensions of the cross-sectiona. area of tne parts constituting
the framing of a ship.
DEFINITIONS OF TECHNICAL
333. Scarphing*
The uniting of two pieces by lapping oi
lapped parts to be reduced in thickness i
two pieces shall appear as one, with a co
face on each side.
334. Screiv Aperture.
The opening between the stempost and
ships.
335. S^erive Board.
The scrive board consists of a number o
edge to edge by clamps at the back ; the ed
the board to be large enough to receive a
full size. On it are copied, from the bod;
sary to determine the snape of the varioui
ing. etc.
336. geuUleii.
Small hatches in the decks.
837. Seuttle, Coalinflr.
See "Coaling Scuttles."
838. Seattle, Pasting.
See "Passing Scuttle."
339. Ideating.
That part of the frame angle bar which
340. Set Iron.
A flat plate bar of soft iron, varying in
I" to 2 ' X I", for the purpose of transfei
frames, etc., from the scnve board to the
841. Shaft Alley.
An alley in the after part of the ship, th
shaft passes, formed by two longitudinal
842. Shaft Bearers.
The additions to the ordinary framing
journals for the propel lor-shaft are fasten
848. Shapes.
Rolled bars of iron or steel of various
construction of ships.
844. Sheathed Ships.
Iron or steel ships having their shell i
to a height of 3 or 4 feet alx)ve the load ^
being coppered.
845. Sheer.
The longitudinal curve of the rail, dec
difference of height above water at stem
ships.
846. Sheer Draught.
A ship's drawing, composed of the she
and body plan.
847. Sheer Lines.
Horizontal lines in the body plan on w
set off. The intersection of the sheer wit!
in the sheer plan, when transferred to
their position in that plan.
536 DEFINITIONS OF TECHNICAL TERMS.
848. Sheer Plan.
A longitudinal elevation or side view of a ship, showinc: the boun-
dary lines, viz. : the keel, the contour of the stem ana stem, the
sheer lines and different deoklines at side, the frame stations, water-
lines, how and buttock lines, and sometimes a portion of the dia^^nal
lines near the stem and stern.
849. Sheer Strake.
The sheer strake is the uppermost stake of the shell plating, and
is therefore adjacent to the upper deck beams and stringer plat^^.
forming, in (nm junction with tne latter and its angle iron bars, a
rigid girder- like arrangement at that part of the vessel, where hog-
ging and sagging moments are first experienced.
850; l^heir Plate.
Same as "Armor Shelf."
851. Shell Plating.
The watertight envelope or skin of metal plates, worked over and
riveted to the frames, giving the structure strength and the capaeitv
of flotation.
862. Mhin of BulU.
A term used to denote the disposition of the butts of plaiinjr
angles, etc., so as to ensure uniform strength.
358. Shoe.
In twin screw ships it is the flange on each side of the horizontal
part of the sternpost, on which the struts for the support of the after
end of the propel lor shafts rest. In single screw ships it is the hori-
zontal connection between the heels of the sternpost and rudderposr.
854. Shores.
Heavy pieces of scantling placed vertically or obliquely under the
object to DC supported or to oe held in place. When used on ships,
their upper enci is generally placed under the ribbands or harpins.
355. Shutters, Battle.
See 'Battle Shutters."
856. Side Bar.
A part of a side-bar keel. The plat<? on each side of the lower part
of the vertical keel, of sufficient thickness to make the combmed
three thicknesses equal to that of an ordinary Imr keel.
857. Side Bar Keel.
A keel composed uf a deep centre through plate, re-enforced on
each side, at its lower edge, by plates of the same depth as a bar keel,
the collective thickness of all the plates to be fully equal to the l>ar
keel of a ship of e<(ual size.
858. Side Keelsons.
The keelsons fitted on each sitle of the middle line keelson, about
midway between the latter and the commencement of the bilge
curvature.
859. Side Stringer.
A keelson-like arrangement between the bilge stringer at the upper
turn of the bilge and the lowest deck. According to the size oi the
vessel it consists either of a pair of angle irons riveted back to back ;
a pair of angle irons with a bulb plate between them ; or a plate with
double angle irons on both edges. In some cases intercostal plates
are fitted to them, attached to the shell plating.
DEFINITIONS OF TECHNTCA
mi Siding.
The sidiiij^ 8i/e of any part of a ship ii
angles to its moulding plane, viz. : the si
ne«s athwart ships; that of a frame its
direction.
361. Slghl Edgeii.
The edges of the raised strakes of the
362. Single Riveted Butt Strap.
The strap joining the butts of two flui
rivets on each side of the butt.
363. Single Riveted Edge Strip.
The strip joining the edges of two flut
rivets on each side of the seam.
364. Single Riveted Lokp Joint.
When the edge of one plate laps the e^
being secured by a single row of rivets.
865. Skeg.
The continuation of the keel beyont
droops much below the keel-line as a pro
the pur|M>w of taking th«» heel of the rue
t66. Skid Beanm.
Beams on which to stow the heavier
arranged in wake of the chimney hatcl
inner end is secured, while the out«r et
sides of the vessel.
367. Skin Draught.
The draught of water exclusive of the
368. Skylight.
A permanent or removable cover with
hatch, intended solely for admission of I
360. Slulee Taive.
A small watertight door in the watert
usually operiite<l by a nxl from one of tl
370. Sounding Tuben.
Small tubes extending vertically frc
within a short dist4ince-of the keel, into
lowered to ascertain the de|»th of wat-er
371. Sparring.
Battens running in a fore and aft dirt
frames to prevent the cargo from n>stin/
372. Splinter Deck.
A deck worked for protet^tive purpose
373. Splinter or Screen BulkheadN.
Heavy partial transverse bulkheads h
decks, for the purpose of localizing the d
side, if penetratea.
874. Splitter.
A tool used in caulking metal ships ; t
a plate, after which a tool called a "mah
so split tightly against the wljoininc: ph
538 DEFINITIONS OF TECHNICAL TERMS.
875. Spring of Beam.
Same us "Crown of Beam."
376. ISquare Body.
The square body comprises all those frames which stand at right
angles to the centre line of the ship.
377. Square Frame.
A frame standing normal, or at right angles to the longitudinal
vertical middle plane of the ship, either extending across the keel as
in bar-keel ships, or being made in two parts abutting against and
riveted to the vertical keel.
378. Standing Bevel.
When it forms an obtuse angle.
379. Staple Angles.
Angle irons bent staple fashion, having both ends bent down or
up, used for connecting solid floor plates in watertight frames to the
inner and outer plating and the longitudinals.
380. Stealem.
Strakes of shell plating which terminate at some distance from the
bow or stenr, by merging two strakes into one where the termination
occurs.
381. Steel.
Pure iron combined with a small proportion of carbon.
382. Stem.
The heav^' forging or casting forming the foremost boundary of
the ship, l)emg a continuation of the keel to the highest decle
883. Stern.
The alter extremity of a ship ; the overhang beyond the stempost
or rudderpost.
384. Stern Frame.
The stempost or bodypost, and rudderpost forged or oast io one
piece, their connection at the lower ends being called the "shoe"
and that for the upper ends the "arch."
869. Stern Framing.
The frames forming the stern overhang beyond the sterBpoet.
They are secured to the transom floor plate, from which they cMiate*
by means of bracket plates and short angle irons.
M. Stempost.
The heavy forging or casting forming the after boundary of tfaa
ship. Its lower part is genemlTy horizontal, or nearly so, and forms
a continuation of the keel, the upper part ending at one of the decka
and being connected tlleifeto.
387. Stem Tube.
A tube through which the propeller-shaft passes, extending from
the stern or body post to the stuffing box bulkhead.
38a. StUTeners.
Angle iron or T iron bars for the purpose of stiffening transverse
and longitudinal bulkheads. In most cases they are worked verti-
cally.
M. Strake.
A continuous plank or plate composed of several lena^hs fltted
end to end, extending from stem to stern.
DEFINITIONS OF TECHNICAL
890. I»trake, Paislng.
See •* Passing Strake.V
891. IStrakes, Raised.
See " Raised and Sunken Plating."
892. Strakes, Sunken.
See "Raised and Sunken Plating."
898. Strength, lioeal.
See '* Local Strength."
894. Strength, Struetnral.
See *' Structural Strength."
895. Strnetnral strength.
The capacity of a ship's hull to resist i
bution of weight and buoyancy, resulting
more or less smoothly over large areas, pr<
bending moments of gradually varying a
896. Strut.
An outboard support for the after en(
twin screw ships, situated near the stern]
897. Stuffing Box Bulkhead.
The aftermost bulkhead to which the ii
as well as the stuffing box is attached.
898. Superstructure, Central.
An erection on the upper deck, eontii
length of the ship.
899. Tap Rivet.
A rivet provide<l with a screw thread,
pieoes by screwing them together.
400. Template.
A transfer mould used simply because i
together are more conveniently handled I
4D1. Templattttg.
A process devised for the purpose ol
woula be involved in marking the rivet h
etc., by ftnt holding them in the place w
be riveted.
409. Throat of Floors.
The upper edge of the floor plates at tl
408: ThroatlJiiff Uno.
The line or curve passing through the tl
in the sheer plan or profile.
404 'nirottffh lIlTet.
A rivet which passes through the ms
long enough to have a head formed on it
405. Thrust Bloek or Thrust Bearing.
The addition to the ordinary ship's i
dinals and transverse l)carers, et<j., by m
the propeller-shaft is transmitted to the
gines.
640 DEFINITIONS OF TECHNICAL TKKM8.
406. Tie Plates.
Narrow strakes of plating applied to keep deck beams and other
parts of framing in tneir relative position to each other, to prevent
their buckling and to strengthen them as a whole.
407. Tie Platef, Diagonal.
See "Diagonal Tie Plates,"
408. Tie Plates, Eiongltudinal.
See "Longitudinal Tie Plates."
409. Topgallant Foreeastle.
A partial deck standing a whole deck height above the upper or
spar-deck and extending from the stem to or a little abaft tne fore-
mast.
410. Transom or Transom Frame.
The aftermost frame of the square Uxly, which is riveteil to the
head of the sternpost, and from which the stern framing radiates.
Its floor plate is aeeper than the midship floors so that the stem
framing may be efficiently secure<l to it by deep bracket plates.
411. Transverse.
The position of anything when placeil at right angles to thi* ktvl.
412. Transverse Framing.
It includes all those structural parts of a vessel giving transverse
or athwartship strength.
418. Treble Riveted Butt Strap.
' The strap joining the butts of two flush plates, having three rows
of rivets on each side of the butt. Alternate rivets in third or outer
row are generally omitted.
414. Trim.
A term used to denote how a vessel floats, viz. : '* She trims by tht»
head/' or " She trims by the stern." . ,
4|15. Trimming Tanks.
Tanks in the extreme underwater ends of a ship, which can be
filled or emptied at will, to effect a change of draught, or change ^t
trim.
416. Trunk.
,' An enclcjwure or casing around hatches, extending between lw«»
decks, as fitted around boiler and engine room hatches. ,
417. Tumble Home.
A term used particularly to denote the shape of a ship's side. A
ship is said to tumble home when her side is turning in as it
approaches the rail: when her breadth above water is nnifoi'nilir*
decreasing.
418. Turn of the Bilge.
The place of maximum curvature of the outride form along t|n5.
middle body, where the bottom turns into the side.
419. Turtle Baek.
A forecastle or poop deck, when the crown of the beam is so veiy:
great as to form a reverse sheer, so that the ends of the ship are '
drooping instead of rising.
420. Under Bevel.
When it forms an acute angle.
DEFINITIONS OF TECUNICi^
421. IJndenirater ProtecttTe Deck.
See '• Protective Deck Underwater."
422. Vertfeal Armor.
See '* Armor, Vertical."
423. Vertical Keel Plate.
A ileep, continuous vertical p«ate, con
the flat keelplate or keelplateis by two
extreme ends being connected to tne steii
In merchant ships it is called the " Kee
421 Vertical Plate Keelson.
The same as the "Vertical Keel Plate
is used in merchant ships only.
425. l¥alst.
The portion of the upper deck bet wee
426. Wall Hided.
A ship is said to l)e wall sided, when \
the waterline.
427. Water Bottom.
The space between the outer bottom i
called in merchant ships for its use for i
428. Water Coumen.
Same as '* Gutter Waterways."
429. Water Unes.
Lines which the surface of the wati
vessel at various successive depths of in
waterline: they appear straight in th<
while their form or curvature is shown i
480. Watertiylit Bulklieadii.
Transverse or longitudinal bulkheads ,
of which are closely riveted for efflci
watertight ; the whole to be thoroughl;
vertical stiffeners so as to resist the pr '
the compartments is bilged. Their ot
water damage to the damaged compart
431. W^atertlght Deck.
A light, curved or arched iron or st
at the side, and slightly above the sail
riveted so as to be watertight. It maj
stern, or only partial over the engines .
432. Watertight Flat.
The watertight covers of waterballas
watertight deck plating in cases wher
not continuous but forms an offset, s<
edge of the lower ptirt of the bulkhead i
part of it. See '-Flat."
488. Watertight Frame».
Frames having solid floor plates bet¥ ;
and the longitudinals, closely riveted
with a double bottom : thus dividing t
numl>er of watertight compartments,
about 20 feet apart.
;M2
DEPIN'mONS OF TECHNICAL TERMS.
-484. WMcrwar Ansle Bar.
An angle bar on lop ot thi- ii|i|ii-r Je<-k si rinjttr t'liiti' niiiDin^ par-
allel to the Kun'^ale ang-Je Imr and forniin); thfrewiih a puller
watvrrourse whicli ImuIs the water to ih? s(-i)|ipers. It fom^ the
uutliae of the wocxl deck and m<islM the caulking trains.
48B. 'Web FraNiei.
Wide transverse frames, or rat1ier,iiHrn>w|>aniHl1iiilkheH.I:'. Thev
differ from the ordinarr frame id so fur. that the fnimc und ri'vi-r-v
angles are not riveted back to back, but have a plate twtni-cn ihem,
the outer edge of the plale being riveted to the frame angle anil the
inner eilge to the reverse angle. Their purpose is to preserve a con-
tinuity of strength or stiffness where the same has been intermoted
by the iieocHsary omission of beamij, etc.
486. WlndlMi Bed.
A solid foundation to whii^h the windlass is secnred. consisting of
heavy plating on the upper as well as lower side of the deik liearos.
the apace between the plates being filled in solid with yellow pine.
487. WlBff PaMase.
488. W<M>d Backlns.
See "Baching, Wood."
489. Zig-zag Riveting.
See " Riveting, Zig.zag."
DBPINITIOKS OF TECHNICAL TEKUS.
TERMS USED IN NAVAL ARCHITECTURE.
1. Are of 0§clllatloa.
The tot&l angle swept through by a ship in one oscitlatioti.
8. Axis or Rotation.
The rolling of a ship, when not accompanied by pitching nr dipping
osoiltntions, takes place about a longitudinal axis, called the " Axi^
of Rotation.
8. Buoy an Of,
Buoyancj is the upward pressure exerted by n liquid upon the
^'urface of a body, wholly or partially iininerseil in it.
The buoyancy deiieiids solely upon the ratio ciisting between th«
liiilk of the given boily and its weight, in other words on its epeciflc
gravity in relation to the density of the fluid which supports it.
A body will immerse itwK nntil llie supporting force, which is
represented by the wdgii of Ihe cli.spiaced volujne of water, equals
and balances the weight c,f the boily. If a body is not of siifTleient
bulk to displace a volume of water which is cijual to its weight, il
cannot float but rauxt sink.
A body which is lighler. bulk for bulk, than the water in which it
floats, will float partially iitimersed, and displace a volume of water
which is similar in form anil euual in bulk to the Immersed portion
of the body, but in weight the displaced volume of water is cijual to
the tJital weight of the body, or both the body and its conl«nta.
4. Buoyancy, Reii«rve.
See ■' Ki'siTVi' BunjBliey."
B. Bnoynnc-y, WorklnR.
Sec " Working Buoyancy."
B. Bnoyaney, Centre of.
Sec " Centre of Buoyancy."
7. Centre of Buoynncy,
ic of the displacement.
8. Cenlren of Buoyancy, Curve of.
Si'y "Curve of Centres of Itnoyancy."
9. Centre of Effort,
A term applieil to gaiting vessels only.
The centre of applicBtion of the pnniclling impulse of the wind
on the sails; or the centre of gravity of ihe surface of all the pfain
la Centre of Flotation.
The axis iia'sini; through the centre of gravity of the waterline;
III!' axis alioiit which miy change of (riui takes placiv
544 DEFINITIONS OF TECHNICAL TERMS.
11. Centre ofOravlfjr.
The centre of gravity of a body may be defined as the point through
which the weight of the body, when at rest, may be supposed to act,
in a direction vertically do¥ni wards.
12. Centre of Liateral Resistance.
The centre of gravity of the longitudinal vertical middle plane of
the immersed part of a ship, which offers resistance to leeway, when
under sail.
18. Change of Drauglit.
Change of draught with constant weight of ship <xK?iirs when ships
are passing from sea-water into fresh water or vice versa. Sea-wat^r
weighs about 64 lbs. to the cubic foot, while the water of fresh rivers
weighs about 63 lbs. or ^ less than sea-water. The weight of the
shij), and hence the weight of water which she displaces, remaining
constant, and the buoyancy in fresh water afforded by the volume of
displacement correspcmding to the draught in .sea- water being only }}
of the weight, buoyancv corresponding to the remaining J^ of the
weight must be supplied by sinkage or increase in draught. But it
must be remembered that the buoyancy afforded per inch increase of
Immersion in fresh water is only Jf of" the corresponding value for
sea-water. Thus W being the weight of the ship and T the tons per
inch of iinniersion corresponding to her draught, the mean increase
of draught, when going from sea- water into fresh water will be
84 ■" 64 ^ = 68f '"^*^^^-
14. Change of Trim.
A change in the forward and after draught of water of a ship, oc-
casioned by the fore and aft movement of weights already on board ;
it takes place about the centre of flotation, or the axis through the
centre of eravity of the waterlinc. The draught at the centre of
flotation therefore remains the same, while an increase at one ex-
tremity is accompHtiied by a proportionate decrease at the other.
15. Class of Stress.
There are three principal kinds of simple stresses, viz. : —
I. Thrust or Compression.
II. Pull or Tension.
III. Shear or Tangential Stress.
16. Coefficient of Fineness.
Coefficient of fineness are fractions indicating:
1st. The proportion of any volume to its circumscribed parallel-
opij)eaon.
2nd. The proportion of any surface to its circumscribed rectangle.
Thus a coefficient of fineness of displacement is the fraction indi-
cating the {U'oportion of the volume of displacement to the product
of the length, breadth and draught.
The coefTiciont of finpnes.s of a waterline indic^itcs the proportion
of its area to the product of its length and breadth, and the coeflScient
of a midship section indicates the proportion of its area to the product
of the breaath and immersed depth.
17. Couple, Righting.
See " Righting Couple."
18. Couple, l>»iettlng.
Sec " rpsottiii- Couple."
I
DEFINITIONS OF TECHNICAL TERMS. 545
19. Cranknets.
A ship is said to be crank when her metacentric height is small, so
that the ship is easily inclined from the upright.
20. Cnrre of Centres of Buoyancy.
If a vessel be heeled continuously to greater and greater angles,
while retaining an invariable volume of displacement, the centre of
buoyancy will occupy successive positions m a curved locus, called
the '* Curve of Centres of Buoyancy."
21. Curve of Dlnplaeement.
Same as ** Displacement Scale."
22. Curve of Sectional Areas.
A carve sometimes used for calculating the displacement from the
areas of vertical sections. Represented by ordinates. Prom a base
line representing the length of tlie ship, ordinates are drawn at points
corresponding to the portion of the sections, and the calculated areas
are set off thereon, to scale. Through the points so obtained a curve
is drawn, and the area of this curve represented to scale gives the
volume of the displacement. The centre of gravity of the plane,
represents the centre of buoyancy of the displacement.
23. Curve of Tons per Inoii.
See **Tons per Inch, Curve of."
24. ]>eadiv eight Capacity,
A term used by ship owners, meaning the difference between ^e
load displacement and the light displacement.
25. Dipping.
Dipping is the name given to the vertical osc'illatorv motion of a
ship which is produced by rolling or pitching. On tills account it
has been termed a "Secondary Oscillation." Dipping produced by
rolling results either from the form of the ship's bcnly near the water-
line, or from a very low position of the ship's centre of gravity.
26. Displacement.
The quantity or volume of water displaced by a ship is called her
*' Displacement." It can be exjjressed either in cubic feet or tons; a
cubic foot of sea-water weighs 64 lbs. and of fresh water 62.5 lbs.,
therefore a Urn is equal to 35 cubic feet of sea- water or 35.9 cubic feet
of fresh water.
27. Displacement,' Uiflil.
See "Light Displacement,"
28. Displacement, Load,
See " Ijoad Displacement,"
29. Displacement locale or Curve.
A diagram on which the displacements corresponding to successive
draughts of water are plotted to scale, and a curve is drawn through
the points, so that the displacement fur «??// deaired intermediate
draught can be obtained by measurement.
30. Displacement IStaeet.
A calculation of the displacement f«>r successive (lrau;;hl> of wate^,
and vertical and longitudinal position of the corresponcling centres of
buoyancy, also containing calculations relating to the stability, etc.
31. Displacement Tonnaire.
The volume of water displaced by ship, expresse<l in tons.
M6 * DEFINITIONS OF TECHNICAL TERMa
82. IHiplacement, Useftal.
See "Useful Displacement."
Bd. Displacement, Yolame of.
The volume of water displaced by a ship when afloat.
ZL Dlsplaeementy IVelKtat.
The weight of a volume of water displaced by a ship when afloat.
It is generally express^ in tons of 2240 lbs. *
Volume of Displacement in cubic feet
Weight Displacement =■
Number of cubic feet of water to the ton.
35. Draught, Change of.
See " Change of Draught."
86. Dynamical Stability.
The amount of mechanical work necessary to heel a ship over to
any angle from the upright position, is calle<l the dynamical stability
at that angle. Work is said to be done when a resistance is over-
come through space, and is usually expressed in foot-tons when deal-
ing with large amounts.
87. Elaiitlclty.
Elasticity is that property of a body by which it retains, and seeks
to retain, a certain determinate volume and figure at a given pressure.
38. Elastic Strength.
Elastic strength is the utmost amount of .stress which a body can
bear without set.
39. Equilibrium, Fundamental Condition of.
That, for a bodv floating freely and at rest in still water, the weight
of the body and its c(mtents must e(|ual the displacement, and that
the centre of gravity, or point of action of the resultant weight,
must be in the same vertical line as the centre of buovancv, the
point of a<?tion of the resultant fluid pressure.
40. Equilibrium, ]Veutral or IndlflTerent.
Suppose a ship held in a slightly incline^l position by an external
force. If, upon the removal of this external force she remains in
the slightly displaced position, without any tendency to return to-
wards, or move farther from its original position of rest, she is said
to be in neutral or indifferent equilibrium for the given dir»H'tion of
inclination.
41. Equilibrium, Stable.
If a ship, when slightly inclined in any particular dinHrtioii from
her |)osition of rest, returns towards that position when the inclining
forces are removed, she is said to be in stable ecjuilibrium for the
given direction of inclination.
42. Equilibrium, Unstable.
Suppose a ship held in a slightly inclined position by an external
force. If, upon the removal of this external force the .ship moves
farther from its original position of rest, she is said to be in unstable
equilibrium for the given direction of inclination.
48. Factors of Safety.
Factors of safety, are of three kinds: —
I. The ratio in w^hich the breaking load exceeds the prtwif load.
II. The ratio in which the breaking ]om\ exceeds the working load.
III. The ratio in which the proof lorul exceetls the working load.
ft
n
DEFINITIONS OF TECHNICAL
Unless otherwise stated — when the ten
. , . . xused — it is to be understood in the second <
44. Flotation, Centre of.
See " Centre of Flotation."
45. Floating Poorer, Total.
The total floating power of a ship consist
"which is counteracted or balanced by its we
of ''reserve" buoyancy, which is the floatin
or that portion of the hull which is not
safety at sea depending very much on the ii
utilized and reserve buoyancy.
46. Freeboard.
The height of the ship above the loa<l wi
to the upper edge of the deck-planking at I
47. Orairlty, Centre of.
See " Centre of Gravity."
48. Orofift Register Tonnage.
See "Tonnage, Gross Register.'
49. Hull, Weight of.
See "Weight of Hull.'
60. Inelinatlon, Skeir.
See "Skew Inclination."
51. Inclining Experiment.
An experiment to determine the metacei
the position of the centre of gravity, bv
weignts through a gwen distance across th :
metacentric height (GM) the following n
placement (D) and the moved weight (\\
the distance (h) through which the wei]i
pressed in feet. The inclination due to
measured by means of plumb lines suspe
' other suitable places. When the ship is u
is secured at a known distance (A) below 1
the plumb lines. The deviation (B) of th i
right, after the ship has been inclined, is n
batten, and as the distance (A), from thi
batten, is known, the tangent of the an^l
been inclined is ovidentlv --
• B
The metacentric lu'ight (GM) can now b
'^*'' - I) X tang. 0
The position of the metacentre (M) mu i
drawings, and setting off the metacentr i
same, we have the position of the centre o '
iS2. Initial Stability.
The resistance offered to inclination fro i
by the metacentric height, as distinguis i
large angles to which the metacentric met
iSd. Ifoetaronons Ofieillation.
When the period of oscillations of a bo I
matter whether the oscillation is large or
548 DEFINITIONS OF TECHNICAL TERMS.
54. Liateral Resistance.
The resistance offered by the immersed part of a ship ta making
leeway when close hauled or free.
56. Liateral Resistance, Centre of.
See " Centre of Lateral Resistanoe."
56. LcTcr, Rlytatlng.
See *• Righting Lever."
57. Licver, Upsetting.
See ** rp.setting Lever."
58. Eilght Displacement.
A ship is at her light displacement with all the necessary equip-
ment on board, engines and boilers, and water in boilers at working
level and in condensers, id fncl with steam up. but w4th no storwotr
lx)ard, and bunkers and cargo spaces swept.
59. LfOad Dlsplacemenl.
The load displacement for ships <»f war is the displacement to the
load waterline for which the ship was designed, carrying a normal
coal supplv.
The load disjilacement Cor merchant ships is an altogether indefi-
nite quantity in all but British ships. Only in the latter is the free-
board, and consequently the draught, fixei by law; two freelH>ards
are assigne<l to each ship, one for summer and a higher one for
winter.
60. liOll Oirer.
A condition of numerically small negative metacentric height
causing a ship to heel to such an extent that the new position of the
centre of buoyancy will l)e in the same vertical line passing through
the centre of gravity.
61. Longitudinal Metacentre.
See "Metacentre, Longitudinal."
62. miaxininni Righting Arm.
The longest righting arm or righting lever attained by a ship
while being continuously inclined.
63. Mechanical l¥ork.
The work necessary to heel a ship over to any angle from the up-
right position. Work is said to be done when a resistance is over-
come through space, and is usually expressed in foot-tons when deal-
ing with large amounts.
64. Metacentre.
Tlie iiietacentre may be defined as the point of intersection of the
line of action of the buoyancy when the ship is inclined through an
indefinitely small angle, with the line of action of the buoyancy when
the ship is upright and at rest. The movement of the centre of
buoyancy when the ship is heeling is the physical feature of import-
ance, and the metacentre is merely a geometrical artifice of great
value and convenience as determining the nature of the stability in
the upright position, and affording a measure of the righting
moment for ordinary angles of inclination.
65. Metacentre above Centre of Buoyancy, Formula for.
BM = iJ y» dx
- J)
DEFINITIONS OP TECHNICAL
in which y represents the various equidistc
line, dx the uniform distance between th
displacement expressed in cubic feet.
<$6. netacentre, Loni^ltudlnal.
The metacentre corresponding to chan)|
inclination.
67. nietacentre, Tranfiver§e.
The nietacontre corresponding to heel fi:
68. metacentric Dla|i;rain.
A diagram showing the vertical positioi
cenire of buoyancy for successive mean d
the deep l(>a4l line at which the «hip floal
the light line at which she floats when em|
69. Metacentric Helirht.
The metacentric height (GM) of a ship n
ship's centre of gravity (CG) aifd the metai
the point of intersection of a vertical dra^ '
tre of buovancy (when inclined through
with the snip's longitudinal vertical niidi I
of the metacentre (M) applies to small i
only, or as long as, during the act of he< 1
sion and immersion are equal without an t
long as the waterlines for the upright and
at tlie middle line.
Therefore, for any angle of heel S witl i
arm is expressed by : Metacentric height i
moment of statical stability = Displace! !
sin <J = D X GM sin S.
70. Metacentric Helgbt, ^'eisatlve.
See "Negative Metacentric Height.'*
70). Metacentric Stability.
Same as "Initial Stability."
71. Metrical Ton.
In all countries -ifi which the so-calle<
the unit of measure in computing the vol i
the cubic metre.
The French metrical ton of displaceni i
unit than the American ton, for it weighs
for the latter, or 1000 French tons = 1008 !
gravity of sea- water being taken at 1.03fl
The cubic meter is equal to 85.8166 c 1
bulk a little more than a ton -weight o
measures only 85.00 cubic feet.
The standard metrical ton of 1000 I ;
weight of a cubic metre of pure water,
' * ♦' to n>ultiply cyWo. metres of displacement
representing the specific gravity of sea-w i
weight in metrical tons. The metrical i i
a constant in bulk with variable weighi
placement, on the other hand, a consta I
bulk ; the possible variation in either ca
of the water.
• To turn cubic metres Of sea-Water into I
ment, multiply by 1.008; to turn tons ol I
tons of sefi water, multiply by .J>921.
550 DEFINITIONS OF TECHNICAL TERMS.
72. moment of Inertia.
Tf the mass of evtrj particle of a material system be multiplied hj
the square of its distance from a straight line, the sum of the
products so formed is called the "Moment of Inertia" of the system
about that line.
73. Moment of Inertia of a Wateriine, Formuln for.
= ify'
Moments of inertia = \ J y* dx
in which y represents the variable equidistant ordinates of the water-
line and dx the uniform distance l)etween these ordinates. It may
also be written :
Moment of Inertia = KxB*xLin which B represents the greatest
breadth, L the length on the waterline and K a coeflficient, the value
of which de(>ends on the coefficient of fineness of the waterline.
74. Negative Metacentric Heigiit.
A condition when the metacentre falls below the centre of gravity,
and the ship is in unstable equilibrium.
75. Bfet Regiiter Tonnage.
See "Tonnage, Net Register."
76. Neutral Axis of a Ship.
The axis passing through the centre of gravity of all the material
composing the weakest section amidships. By taking moments about
the waterline or underside of keel, the vertical height of the centre
of gravity of the material composing the midship section is soon
found. The operation consists simply of multiplying the effective
area of each plate, angle iron, etc., (aisposed longitudinally and con-
tributing to the longitudinal strength of the ship), by the distance
of its centre of gravity from the axis about wnich moments are
taken. If moments are taken about the underside of the keel, all
the products will be arithmetically added and divided by the sum of
the areas; but if taken about the waterline, the algebraical sua, or
the difference of the sums of the products above and below the
waterline will be divided by the sum of the areas. The direction im
which the centre of gravity is set off from the init«rluift will b^-do-
Cermined by the sign of tne algebraical suol.
'*'7. IVeutral Eqaitibrium.
See ''Equilibrium, Neutral."
78. CHctliatlon, Are of.
See '* Arc of OscDlation. '"
79. Oscillation, Period of.
See *' Period of OsqilUtfaon."
80. Period of Oscillation.
The time occupied hj a ,jhip in performing one- ooo^pleto oscilla-
tion.
81. Pitching.
A ship's oscillations in a fore and aft direction.
82. Plane of Flotation.
The plane formed by the surface of the water with, the side of the
ship. "^
The sam«' 'Waterline."
DEFINlTIONa OP TECHNICAL TERMS.
551
1. Pliability.
Pliability is the inverse of stiiTTics.-<. nnd is measured by the quan-
tity of strain produueil by a eertaiu ftxeii stress.
: Proof Strain.
Proof strain is the utmost strain which a body can bear without
I. Proof 81ren(th.
Proof streiijrth is the utmn>it stress which a body can Iwiir without
suffering a diminution of its etiffnc^ and strptigth. A stress e:cceeil'
ing the proof strength of the material, although it may not produce
instant fracture, produces fracture eventually by long continued ap-
plication and frequent repetition.
i. RadlUR of Gyration.
If M be the moss of a system, and K bo .'inch a quantity that MK'
i« the moment of inertia about a given straight line, then K is called
the " Radius of Gyration " of the system about that line.
. Banse of Stabllltr.
The angle through which a
point at which the at ' " '
I Reserve Buorancjr,
The floating power of that part of the ship contained between the
load waterline and the upper deck, which represents the weight of
water which must bo admitted into the ship in order that she may
founder.
80. Bliibtlng Couple.
indthelevt
I. BlghtlnB Lever,
When a ship is floating upright the Centre of Oravity and the
Centre of Buoyancy are in the same vertical line. In all cases ex-
cept when the MeCacentnt and Centre of Oravity coincide, an inclina-
tion of the ship causes the vertical passing through the two points tn
separate, and Ine horizontal distance between these verticals is called
the righting lever as long as the Hetaoentre is located above the
Centre ot Gravity, or ai long as the movement of the vertical through
the Centre of Buoyancy, from that through tha Centre of GnmlT, is
towardtj the inclined side.
. B«IUtiC.
A ship's oscillations in a tnuuTene directioiL
I. Saffetr, Factor! of.
See "Pactflrs of Safety."
I. Seen ding.
Same as "Pitching."
L Sectional Areas, Curve of.
See " Curve of Sectional Area "
L Set.
Set is the permanent strain or alteration of shape which remains
in an imperfectly elastic body after a stress has been removed.
652 DEFINITIONS OP TECHNICAL TERMS.
96. Simpson's Rule.
A rule useil in ship cHlculatioiKs. It is liHsed on the assumption
that the curves to which it is applierU are of the paralx>lic order. Ii
may be stated as follows:
"Divide the ba.se into an even numlier of imrls, mikI through thtr^*
points draw ordinates to tlie ('urve, which orclinales will consequently
be odd in numbi^r. Multiply the lentrth of «»jich of the even onli-
nates by 4, and that of each of the odd lU-tUnates bv 2, except ihi-
first and last, or bounding ordinates, whicli multiply by unity. The
sum of thest* products, multiplie<l by one third of the common in-
terval between the ordinates, will give the an'a rwpiired."
97. t»kei¥ Inclination.
A simultaneous trans vt^rse and longitudinal iNc'lin<ition.
98. f^table Equilibrium.
See 'Equilibrium, Stable."
99 $itabllHy.
A ship's stability is that uualitv by virtue of which she tends to
right herself when inclined from her position of rest.
too. f!»isblllly, Dynamical.
See -Dynamical Stability."
101. Iliablllty, Initial.
See *' Initial Stability."
102. Utabllltyy Metacentric.
Same as "initial Stability."
108. Utablllty, Statical.
See -Statical Stability."
104. Statical Stability.
The statical stability of a ship may be defined as the effort which
she makes when held steadily by a couple in an inclined position io
return towards her natural upright po.sition of equilibrium.
105. Steadlncfiii.
Steadiness in a ship denotes the quality of ex})crieneing littlo
natural tendencv to depart from the upright position wh<*n subjected
to the action oi the waves in a sea-way. It is a consequence of
moderate metacentric height, therefore crank ships are gi'iierally the
steadiest,
1Q6. SiMbeHii. (As applied to the sea-going qualities of a ship).
Stiffness in a ship is due to a relatively great initial stability, or
what is the same thing, when the metacentric height is very large, ^'o
that the ship opposes great resistance to inclination from the upright.
A stiff ship follows the motion of the waves with a tendency of keep-
ing vertical to the wave slope.
107. Stlfftaesfi. (As applied to material in construction).
Stiffness is measured by the intensity of the stress required to
produce a certain fixed quantity of strain.
lOH. Strain.
Strain is the measure of the alteration of form which a solid body
undergoes when under the influence of a given stress.
109. Strcfis.
Stress means the intensity of the force which tends to alter the
form of a solid body; it is also the equal and opposite resistance
off^roil by the body to the change of form.
DEFINITIONS OP TECHNICAL
110. Mre»fi, €laM»eiit of.
See •• Class of Stress."
111. Ton, IHetrleal.
See ••Metrical Ton."
1 1 2 Tonnane, Dldplacemeiit.
See •' Displacement Tonnage."
IKI Tonnage, OroMii Rcs^lster.
^e total internal capacity of a ship,
cubic feet, a register ton being 100 cubic
114. Tonnage, !Vet Register.
What is left after deducting from tlio
the engine and boiler spaces, coal bunke
nel register tonnage.
115. Tons per Ineh.
The number of tons of weight recjuire
increase, or ri»quired to \ie rcmovwl to i
sliip one inch, for any desired draught o(
116. Ton^ per Ineh, Curve of.
A curve, from which bv metisurement
ascertained for any dt'siritl draught of win
117. Ton« per Ineli, Value of.
The weight which will make the ship sir
of trim must obviously be eipial to the wt'
ment, l»ecause of the necessary i»(jUMlity I
ship and the weight of displacement: thii
of the water plane in scjuare feet, the mlde:
ing one inch must be A X -^i cubic feet; i.
Tons per inch ) Area of water plai
immersion at
waterline.
inch )
any V =
ft
118. Total Floating Power.
See *' P^loating Power, Total.'
110. Transverse IWc^taeentre.
See " Met^centre, Transverse."
120. Transverse S>lliin of Welglil, ElffBet
If the centre of gravity of any part of
transverse diri'ction through a given di.stji
ity of the whole body (D) is shift eil in a p
distance smaller than the given distance
that the weight of the shifted part (W) is
the whole body (D).
Therefore :
Shift of Centre of dravitv = ^ ~
I)
121. Trapex4»l«lal Rule for Plane Areai
A rule used sometimes in shipcalcula:
of plane surfaces, iN)unded by a .straight I
out the rule may be stated as follows:
Divide the base into a sufficient numbt i
and measure ordinates at the |K>ints of c
the dividing ordinates, and one-half of tl
554 l>EKISlTIOXS OF TElHNKAL TERMS.
liplv Iho KiiMi It; the commoK ioterval: the product will be the n-
cjiiirtil nrea. nearly.
132. Trim, Change of.
Soo " Chan^te of Trim."
123. Ultlmale Strain.
t'llimiite strain is the utmost strain or alteration of shape which a
boily C'HD bear without breaking.
124. VKImMle Stren(th.
I'ltimatu strength is the streiiS required to produce tractnre in
finmp siM-cifleil way.
13S. Vn«lable Equilibrium.
See "Equilibrium, Unatable."
120. Iipaeltlng Couple.
The product ot the iliMplacement and IenK:th of the upsetting leTer.
The displacement being generally expressed in Ions, and the leTsr
in feet, the u]»i'tling couple is given in toot-tons.
127. Vpaetlinc Lever.
When in a xhip the Metacentre is located below the Centre of
Gravity, and the ship ia distiirbeil from the upright position, the
vertical passing throiiKh the Centre of Gravity separates from that
through the Centre of Buoyancy in the direction of the inclination,
tending to npi^et the ship, hence the distance between the two verti-
cals becomes an upsetting lever.
188. Vieftal Dliplacement.
A term nsed exclusively by naval architects as applied to war-
ships. 1( reiiresenls the total carrying power of the hull for offense,
defense, motive power, endurance and personnel, and includes the
weight of armor and machinery, ordnance and ■mmunilion. co«l.
provisions, water and Stores, rigging and equipment, boats, alBcers,
crew, and effects.
m. TsnUhlns Point.
180. Told Spaee.
Any space ii
181. Walerllne.
The line iwhioh tbe-sucffteeof the water tonus- witfa^ Ute side of the
ship at variouH successive depths of Immersion.
t^me as " Plane of PlMalFon."
133, Wedces ofEmerelon and Immeraton.
When a ship, floating upright and at rest, is inclineil by some ex-
ternal force, the inclinslion cakes place about an axis in or near the
longitudinal miiiilie line of the walerllne. and as the displacement
remains constant, ilie triangular $ha|)ed part forced into the water
on the inclined side, which is L*alled the wedge of " Emersion." must
be bnlanceil bv a similar triangular sbapeu wedge on the opposite
side, which is lifted out ot the water, and which is called the wedge
of "Im -^ - "
183. Weight Dlitpluoemenl.
See "'Displacement Weight."
DEFINITIONS OP TKCHNICAl
184. ITeiffht of Hull.
The weight of hull of a ship is what is
all consumables — the engines and boilers
tanks, and all the portable equipment ; i
weight of the structure proper and its
ships, the armor and backing are also
armored decks in. armored and protect<
ducted.
185. WInirIng l¥elght8.
Moving weights (already on board) fn
the sides ; it increases the moment of in
the period of the ship.
186. IVorking Buoyancy.
A term applying to submarine vess*
weight addea or floating power subtract
reduce the vessel from her maximum £
' immersion, and generally amounts to f
total floating power.
187. Working Strenfftta.
Working strength is the utmost strei
safe to subject a body during its ordinal
BUGLE CAL LS.
FOB U. S. TRAINING SHIPS.
^rran&ed by Zieut. WM. McC. ZITTZB, U, S. J^ayy.
RECOMMENDED FOR THE GENERAL SERVICE.
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MORNING COLORS. Quick Time.
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EVENING COLORS. ModmOo.
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BUQLE CALLS.
General Quarters, (iuiek.
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BUOLB CALLS,
565
Battalion DrilL Quick.
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Muster Boats' Crews. Quick,
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Change Exercise. Quick.
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Divisional Inspection* Moderate.
566
BUGLE CALLS.
Man and Arm Boats. Quick.
P
Clean Bricrbt Work. Moderate,
-» ^— ^ ^ «— .. »— T— *— ^—
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Exting^uish Iiights« Soto,
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BOAT CALLS.*
liaunches.
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♦ Note.— If there be more than one boat of a kind, its number ifl indifiiiled
by the proper number of G's following the midn calL
568
BUOLB CAI^LS.
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MESS FORMATION.
533^j;::
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HAMMOCKS.
NOTB.— One C for Starboud Watch ; Two Cs te FOct Wateb.
INDEX.
Advftnce in tnrninK 41 1
Afwr sails 133
AfETOund, j^Uiiig 440
advantage of lying at single 4KIt
backing an 21.1
carrying out with on* boat . 333-2a'i
" IwolmniB ass
ootting an 3(W
fishing an """
foul
Ktting off the biiwK. .
aving up an in',
jury..
, 197
letting gt> an 30fi
M^rtin'si 197
Mitchell's 198
mushroom 167
parts of an 1B4
portable 196
Port«r'a 196
purchasing an 150
proof of an 196
sea. 198
securing for se« 211
sheet, how seL-nre<l 210
dtoc-ks 195
sweeping lor W»
trip hook 209
weighing an 207
weighing with IhmI^ 398
weights of an 195
which to pick up 2S2
when first moored 228
with a bower fltted by a launch. 238
An<tqorino 292, 406
beating in, on and by the stern . . 216
head on 396
preparations for 386
runnintf under double Tvef>. 286
Saratoga at Champlain 218
schooners 406
standing in on a wind and 296
steamers 434
with a free wind 295
wiUi a free wind and ebb tide. . 396
witn a spring 217
Apparently drownmi. 1o restore.. 456
Apparently dead, treatment of 457
Articles under cognizance of Bq.
reaus Ift6
Astern, effect of lieiui when going. 41''t
.\voidfng collision at anchor 298
Avoiding ilangent. steamcM 417
Awnings, to doust' and spread 371
It.
B«<!k flothn 142
■' ropes 8B
Backers, for head cjiriiiKs 103
Backing an anchor liM, 215
and Blling. 484
oft a lee shon- 328
into a slip. 480
Backstays cut and fitted 83
Bad weather under steain 432
Bale sling 47
Ballast, stowage and shR|if 156
Barometer, the 357
Battens, staying niiiMn l>v 472
Beekets. reefing '. 48, 187
Beam scale T.'i
Bearings, relativp 14
Bell's purchase .58, 116
Bending bower cliuiii 36
courses 350
hawsers 36
head sails 140
light sails 348
sail (eien-i-0 477
sheetchain 202
spanker 260
studding siiils 141
topsails 249
Bends 30
Bill of health 610
Bill of sale MO
Bitting chain .■al.lo 'HKt
Bitt stopper 43
Block and Block 5:!
Blocks, names of .50-Jil
" BJzeeof rope andstraps 54, 447
Block straps. 64, 467
Boarding, vessels and wrecks 181
Boat olTicer. duties of 178
Boats 16-'i
Imanling in. 181
570
INDEX.
'ri^ !
Boats— >*aok
carrying out anchors in 235
carrying stores in 183
crews : . . 178
detaching apparatus (Wood's). . 189
equipments 164
goou order of 177
handling under oars 166
hauling up on shore 184
hoisting and lowering 165
management in a gale 175
management in surf 198
orders used in handling 166-171
rigs 171
sailing 172
size of 177
trimming 173
towing by 180
weighing anchors with 238
weights of 163
BOBSTAYS 86
carried away 890
how measuro<l 891
how set up 891
Booms Ill
Boom irons 107
" flying jib 63
jib.... 63
lower 69
rigging in and oiit lower. . . 270
studding sail Ill
topping lifts Ill
•' schooner 399
Bowlines 125
Bowsprit 63
carried away, sliroud 392
for rams 87
parts of 78
rigging tlie 87
shrouds 78-86
taking in 70
taking in with own resources. . . 70
Box hauling 315
Boxing off 332
Braces 114
carrying away 389
lead of 129
preventer 354
Bracing in 334
up 336
Brails 128
Bread room 158
Breaking strains, chain and ropv. 209
Breast band 17
Bringing by after scudding 379
Bringing to a chain 207
Broaching to 378
Brought by the lee 377
Brushes, coir 47
Bull earings 138
Bull rope 260
i<
n
tt
tt
<i
PAQI
Bunt jiggers 128
Buntlines 124
Bunts 245
Buoys —
anchor 212
channel 284
life 284
mooring 213
Bureaus of Navy Dep't. ...... 156-162
Burtons 58
Spanish 58
Burton strap topsail yard 102
•• lower yard 107
C.
Cable tier 4
Calm, counterbracing 337
Canvas —
numbers of 131
tests 181
use of different kinds 143
Cap 4
to ship lx>wsprit 70
lower 95
topmast 96
Capsizing boats 175
Capstan 4, 220
bars secured 221
bringing chain to the 220
steam 221
Carrying tiway rigging 889-892
** away snars 892
" out ancnors in boats 235
out kedge 233
stores 188
Casting —
schooners 286
under steam 419
Cat 4
back, how rove 209
block 51
to hook the 208
to reeve the 209
Catharpins 81
Catspaw 35
Catting anchoi-s with c&t -chain . . , 210
Certificate of registry .509
Chains 200
bending bower 202
sheet 202
bitting 203
bring to (capstan). ." 207
getting on board 201
lengths of 201
long scope, valiie of 214
marks on 201
ranging 203
securing inner end 202
^jlipping 319
surging 30ft
sweeping for 238
veering, bad weather 314
weather bitting 20S
Chapelling ship 8S3
Charter party 510
Chaaing 434
Check stoppers. 80.1
Circular storms 863
Clearing hawse. 230
Clew jiggers 134
•' lines 133
Clews, hammock 41
Clinches 37
Clothes-lines 871
ClubbiD? 484
Club hauling 323
Collier's purchase 216
C'oLUSiOM 280. 434
. avoiding, at anchor. 424
rules for avoiding 373
steamers 281
Coming to against the helm 833
Commands 340
Cominuniealing at sea 839
Comparative effects, screw anil
rudder 417
Compass, the 13
dumb 14
toboj the 13-14
Compressors, iron 805
Conning 316
Construction stores 161
Controllers 206
Counterbracing 337
Courses 137
to bend 250
fttri 139
i*ef 350
set 303
shift 395
take in 803
Cringles 108
Crossing light yards (drill) 262
" and loosing sail '265
Crosstbees —
topmast, to send up 95
Cuckold's neck 43
Cutting and Btting rigging 75
away masts 385
out sails 134
Cyclones 381
, Davit, fish 210
Dead eyes 84-85
EX. 671
Deck stoppers 804
" tackle 68
Definitions. 1
Depth recorder, the. 19
Derrick 158
calculating strain on uprwbt.. . 155
Detaching appu^tus. Wood's 189
DUHBTERS 492
final 487
methods of finding 437-
tactical 493
Difference of resistance to screw
blades 411
Distress, assisting vessels in 288
Dolphins 45
Downhauls 125
graft, cutting riiKing br '75
rag, to use a 888
Drift angle 438
. " " to determine. 493
Drifting 488
Drift lead 18
Drowned, to restore apparently. . . 456
Drowning persons, to rescue 456
Dry dock, to haul into 439
Duties of boat offlcera 176
E A RINGS —
fitted 138
head, how secured 138
reef, how passed 138
Embarkingheavy articles, boats.. 184
Emergency signal 421
Kngineers' stores 163
Engine-room signals 409
Equipment of boati 163
" " stores 161
Exercises—
port routine.' 341-242
under steam 438
Eye-splice 38
Fenders 45
Fid 5. 38
■' preventer 366
'■ topmasts, to 96
Fighting 8topi)crs 205
Fill away, to 340
Fire Itooms 485
Fish davit 5, 310
Fitting of sails 185
Flemish horses 103
Flying jib, to set 120
■■ to take in 130
57:2
INDKX.
Flying; jib boom, to gat on boanl. 101
torifirinHmlout. 101
Fop signals 279
Foot Ropf> 108
jib 108
lower TAnlH. 10*
fopgallHi'it 108
topsail 108
Forp-and'-aften*. hHiidliiur -UIH
F<»re-uiui.aft, st«y.s Htf wT 100
semi up.. HU, 101
set up 100
Foul anchor 211
•• hawse, to clear. 280
Foxes 45
French reefs 137
ihlRLINU —
courses 189
fore-aml-uft saiU 141
remarks on 245
Mul from H bunt line 244
topsails 140
Q.
(iaffs
(laff topsail
Gale
" preparations for
** to riile out in Iwats
Gammoning'
Ganger
Garland
Garnet (<'lew )
Gaskets 45.
aground
anchor off the Ikiws
chains on iKmnl
underway 2H7,
" schooners
steamers
Gin blocks
Girtlines, hammock 58,
riKginp
Glass, long and short
Going alongside (boats)
" " a wharf (.shiJ)^). . .
Grafting
Gripes, boats
Grommet straps
Ground log
Guess warp
Gun tackle purchase
Guys, boom
H.
HaJfboards
Halftops, to send up
110
400
875
876
884
S6
208
«8
128
189
440
206
201
408
4<H)
419
51
271
58
28
176
426
42
165
467
28
182
57
128
Halliards 116,899
(boats) 171
Harabroline. 27
Hammocks 47
Hammock clews 47
HaXDUKG BOATti —
under oars 166
under sail 172
fore-and-afters 898
Hauling up boats on shun> 184
Hawse, rope 86
to clear 280
Head and stem, to moor 428
Head earings, course 188
toj)sail 138
Head Sails 257
bending 141
making up 249
setting 807
stowing 140
taking in 307
unbendin^^ 254
Heaving —
down 446
the log 22
to, boats 174
" fore-and-afters 840
** under sail 84«
'* under steam and sail 422
up an anchor 216
Heeling, effect on circle 485
Helm angles, effect on circle 486
assists in shortening sail. . . 814
Helm weather, how i*au.sed 42ii
Hitches 35-86
HOISTINO —
U>ato 14ii
rail launches 14U
reefing and 849
square sails in and out boats. . , 146
heavy articles 145
launch when under way 165
light articles ! 144
spare spars 145
Hold, stowage of 156
Hooks 53
Houseline 28
Hull, parts of 6
I.
Instructions —
for restoring apparently dead. . . 497
4<
drowned. 456
for saving drowning persons 457
Irons, ship in :122
J.
827 Jackstays 102
88 . lower vanl 107
INIIEX.
m
.1 ACKSTAYS — »*A0» '
reefine Ift7
topgiTlant yard 109
topsail yard:. 102
Jacoo's ladders 48
Jeer Blocks 59
Jeers 59
Jewsharp 195
Jib —
to bend 250
set 251
take in 875
Jib Boom 63
getting on board 97
how rigge<l 98
to rig in 396
to rig out 396
to sliift 395
Jibstay, how fitted 82
Jiggers 59
Jumpers 83
Jumping booms 188
Junk 28
Jury —
anchor 197
rudder 381-383
windlass 239
K.
Kackling 36
Kedge and toggle 292
Kedges 196
** to carry out 283
Kedging ,* 183
Knots 33-35
"Laniards, rigging 87
Launches —
carried on rail 149
hoisting inboard 148, 149, 150
to hoist out the 150
weighing anchor with 238
Laws "of Storms 861
Lead —
deep sea 16
drift, the 18
to heave the 18
Lead line, how marked 16-17
Lead of gear, altering 129
Leaks 444
Leech lines 127
Lee, brought by the 377
Letting go an anchor 206
Life Boat —
•' handling 185
'* manning; 186
IjIFE I'AOB
buoys 847
saving service. U. S. , 450
liiFTs . . . ; 104
fitting lower 106
topgallant 109
topsail 104
LioRT Sails 182
to bend 258
to unbend ^
Light yartls, exercise of 554
'* to send down 263
bad weather 875
Lights, vessels 278
Linings, sails l85
Lizard light yartls 266
*' topgallant masts 266
topmasts 266
Log book 510
** line, how marked 21-22
** to heave the 22
Logs, taffrail 28
Lookouts 300^-801
Loosing Sail 248
getting under way 400
to a bowline *. 246
to the buntlines 248
Lower Booms —
how fitted Ill
to get from under bows 818
to rig in and out 270
Lower —
brace carried away 389
cap to ship 893
lift carried away 894
lifts, how fitterf 106
mast carried away 89^
" iron 64
" wooden 68
masthead pendants 75
rigging, how fitted 87
how set up 88
stays, how fitted 79
Lower Yard 68
fittings 106
getting on board 105
shoring up 152-
used as a derrick 68^
Lowering boats 189
Luflf tackles: 59
Lug sails 56
to dip 140
Lying to 884
fore-and-afters 405
steamers 422
under sail 884
M.
Main brace carried away 889
" •' in stays 114
,574
INDEX.
PAOS
Making Sail. 255
• deteil 140
exercise 242
in getting underway 287
Man Overboari>—
schooners 405
under sail 343
under steam 344
Management of boats in surf 193
Manifest 510
Marine sentry 20
Marline 28
Marline spike 38
Martingale .-. 83
Martini anchors 197
Masthead pendant tac'kles 151
Masting 64
Masts —
wooden 63
iron 64
boats 171
cutting away 385
how secured before staying 171
standing of 90
staying by use of battens 472
Mats, collision " 48
Measuring for rigging 77
Medical stores 160
Mending sail. . '. 248
Mensjpg's methcMl for diameters. . 494
Metallic robands 252
Miscellaneous routine 477
Missing stHVS 821
Mitchcirs anchor 198
Mix stopper 205
Mooring 225
at a wharf 426
head and stern 428
in a tideway 229
preparations for 227
ship 227
swivel to put on 232
to a buoy 425
Moorings, picking u\) 213
Mousing a hook 47
Muf?hro<}m anchor 197
Muji^ter roll 510
X.
Nautical terras 3
Navigation stores 159
Navv Yard organization 160
Nets* 46
Nettings 48
Nettles 28
Nippering 43
O.
Oars 163
handling boats under 166
Oars — page
and sails 172
steering with an 164
Officer of the deck, the 299
Oil, use of ^ 385
Open l)oat3, management in surf. . 193
Onlnanee stores 162
Organization 160
Outfits under different Bureaus 156-162
Outhauls 1?6
Overboard, man 405
P.
Pacific irons 322
Painter, boats 164
shank 206
Parbuckle 47, 65
** counter 65
Parcelling 43
Parrell 103
carried awav 106
topgallant. ' 108
topsail 103
Partmg rigging 389
Passport. 509
Paymaster's stores 162
Peiorus, the 16
Picking up moorings 213
Plan of holds 156
Pointing 44
Portable anchors 196
Port routine exercises 241
Power gained by tackles 55
Preparations —
for anchoring 286
** entering port 293
*' heavy weather 576
** mooring 227
" sea 478
Principal parts of ship 1
Proof of anchors 196
** " chains 197
Proportion of straps to bhK-ks. . . . 467
Provisions, stowage of 156
Purchase, sheer 57
Purchases, see Tackles 57
Purchasing guns 57
'• neavy weights 144
•' waist anchors 150
Putting on mooring swivel 228
Q.
Qualities of anchors 228
Quarter —
blocks, lower yard 106
topgallant yard 102
topsail yard 102
irons 107
RAcing : 414
iUneing chain 203
Ratline stufl 27
Rattling down 82
Reducinf soil to a squall S40
Relative o/ power to weight 55
Relative bearing? 14
eatings 350
to pass earings S^'^l
tackle carried away 3D
tackles 59, 127
Rbbfisq 404
beokels 46
boats' sails 174
a course S-W
on the foot SflS
schooners' sails 404
spanker 354
topsails 349
trysail 354
French 137
to round to under 404
to shake out 352
Relieving tackles 59
Reports of collision 273
Restoration of apparently dead.. . 457
'■ " " dniwncd. 458
Riding to leeward 488
■' '■ windward 487
Rigotboat 171
■■ ■' vessels 11-12
RiaoiNG 74
cut by draft ">
cutting and fitting 75-85
lower 88
luunea of parts 11
of head booms 7^
royal 100
running 114
setting up 100
ship 86
topgallant 98
topmast 96
RiKBing screws 470
Right-haiideil H-rews 410
Ring stopper. 204
Rolling tackles .19
Roi-B 24
backhundeil 26
bolt 27
cablelaid 2B
hide. 27
lengthening with u strand 39
nanila 27
luanufacture of 25
shortening in the centre. 40
size for block. Ii) find . 28
EX. 575
strength 29
tapered 27
twice laid 28
varieties of 26
wire 30-33
Roping 29, 137
Roperaaker's winch 28-
Ropemaking. 25, 461
Roundline 27
Routine, miscellaneous 270
Royal shrouds and stays 82
Royals, to set and take in 141
KoviL Yabus —
to at 109
to exercise 270
sending down, bad weather 37.1
Ri'DDER. 78, 374
backchains for 73
boats, to ship easily 280
effects, screw steaincrs 415
gone 380
now supported 73
jury 383
to steer without 381
Rales of the road 173, 273
Runners 57
Running lights 279
Running rigging 114
Saddle
SAtl,
bending
furling from a bowline
" ■' the bnntlines
longing to a bowline
the buntlines
" and crossing vanls
making '. 302,
making detail
mending.
shortening 247,
tackle
unbending
" and scndingdown yards.
Sailing boats.
Sails
advantage of setting flat
cutting out
fittings of
fore-and-aft
head, to set and take in
names of ii,
parts of
ft7<>
INDEX.
fvAlLS — rA««
shifting. Mowy weAther 398
ill chase c 331
square 818
studding 141
Schooners, handling 398
rigof..: 898
Scraping spars 481
Screw, effect on turning 418
right-handed 416
S<'REW —
current due to slip 414
effect in Itacking 414
" on rudder 418
Studding 377
Sea—
anchor 19H. 200
letter 510
preparing for 408
terms 406
Seams of sails 134
Securing boats for sea 413
lK)wer '• *' 211
Seizings 42-43
Selvages 4(5
Sknding down * 263
light spars (drill) 266
1 ght yards and unbending sail . 265
I ght yards 269
toi)gnllant masts 269
Sennit 46
for huts, t 47
Service 44
Skttino up—
boVjstays 86
rigging 100
stays 91
Shackle anchor 200
pins 201
Shackles, chain 201
Shaking out reefs 362
Shakings 28
Shank painter 206
Sheave and pin 50
Sheep shank 35
Sheer pole 94
Singers, to dismantle 71
** to raise 67
Sheet Anchor 210
purchasing 150
securing 210
transporting 151
Sheet cnain, bending 36
'• *• getting on boaixl. . . . 301
Sheets 119
Shift of wind 334
Shifting—
a course 395
** heavy weather 395
in cltase 395
topgallant mast 266
Shifting — i*Ae«
topsail 394
" heavy weather 394
" in chase 894
Ship on her beam ends 384
*' the, definitions 1
Shipping articles 510
Ship s papers 509
Shoring up lower yard 152
'* ** ship when aground. . . 443
Shortening sail ooming to anchor. 294
** exercise 257
" loosed to a bowline 247
Shrouds 81-82
carried away 76
cutting and fitting 77
futtock 80
measuring for 77
to send aloft 89
to set up bowsprit 86
to set up lower 91
to set up topmast 97
Signals, fog. 279
*' to engine-room 431
Sliding guntex mast and rig 170
Slings 108
gun 57
hogshe^<i 47
lower yard 106
Sling to, a c^isk 47
" cask with heful knocked in. . 47
Slip, backing into a 429
*' stoppers 205
Slipping a chain 219
Sloops, handling 401
rigof 400
Small store requisitions 160
Small stuff 27
Snaking 44
Snorters 109
Sounding under sail 348
** steam 422
Sounding machine. Sir William
Thomson 19
Sounding machine, Tanner's 508
Spanker 121
to bend 250
"furl 141
*' reef 354
"set 121, 807
•• take in 307
*• unbend 250
Spanish burtons 58
'* foxes 45
" windlass 42
Spare anchor, to transport 151
** s))ars, to get on board 145
Spars, names of 11
•* to tow 181
Speed indicator 23
Splicing 37-42
Spliciho — »»"■
bench 43
wire rope 41-&
Splitting sails SOS
Spreading awning 871
Spring. ftnchorinK with a 317
casting from 808
■Spun yarn 28
Spur shores 1
SlJliLLS 841
handling boats in 175
fore- and -afters iu 404
reducing suit to Ml
under sail to receive 17-1
'* Bt«aiii 482
S(|uaring yards 358
Standing of masts 90
ri^ng 74
Staying of masts 90
by use of battens 61
lower, to fit 79
" to send aloft 89
•■ to set up 91
missing 381
topmast, to fit 82
" to set up 91
Staysails, to set and take in 181
STEiM ASD Sail 419
capstan 221
handling vessels under 406
launches, hints on 180
windlass 2S1
Steah Strerek 323
Electric 228
Hydraulic 883
PneumHtio 224
William^nn Brothers' 333
Steamers—
coming to anchor 424
Gtting underway 40H
jhU 27.-.
lyin^ to, heavy weather . 4IH
making sail on 420
man overboard 405
mooring to a buov 486
'■ wharf 337
tacking. 480
taking in tow 422
turning. 419
Steaming up to anchors. 424
Steerers. steam 323
Steering 315
and trimming boats 173
oar, how fitted 104
with adrag 381
with a hawser 380
with a jurv rudder 381
Stirrups,...' 103
Stocks of anchors 195
Stoppebs 205
KX. ftW
Stoppebs— riaw
cathMd WS
fightine W6
(or cable 48
Stopping leaks 444
sieamers. 418
Store rooms 156
Stores, carrying in boats 188
" hoisting on board 144
Stomi sails 183
Storms, laws of 866
Stowage 156
Stowing head sails 140
Straps, rules for siie o( 467
Strapping lilocks M
Stress on derricks 1
Studdiko Sail Booms —
to get from under bows Ill
how fitted 118
rigging in and oni 370
Studdiko Sail,<i~
to bend 141
set 811
take in 309
Submarine sentry, .lames, 30
Sunstroke, treatment of 457
Supporting lower yards 145
ISurf, management of Imats in 190
Surging chain 308
Sweeping for anchors 388
■■ chains 338
Swiftering in to rattle down 94
Swigging oiT 68
SWIVEIJ" —
in chain 301
mooring to put on 882
use of 228
Sword mats 46
T,
Tackinq 389
boats 178
fore-and-ntters 398
Tackles, name and uses 55
" power gained 56
Tacks 138
Tactical diameter, how found 487, 492
TafTrail log 83
Taken aback 384
Taken In tow 423-42.1
Tank toggle 47
TaktnoinSail 110
(detail) 131
bowsprit 375
mizzenm*.«t 74
Taking is Tow-
boats 180
under sail 422
under steam 433
678
INDEX.
PAex
Tanner's sounding machine 508
Tarring down , . 481
Tending ship at single anchor. . . . 485
" " when moored 486
Tension to be given rigging 75
** ** " sUys 88
Terms, nautical 8
*' shipbuilding 1
Tests —
of anchors 196
canvas 131
chain 199
rope 25
Thimbles, to splice in 53
Tides 290
Tideway, in, under sail 290
Tierers 201
Tiller rope carried away 391
Timenoguy 74
Topgallant 99
brace and parrel carried away . . 885
lift, to clear 243
rigging, to fit 81
rigging, to set up 97
mast, carried away 392
get on board 99
" rig 99
send down (gale) 422
" (exercise) 267
•• shift 268
Topgallant Sail —
bend 248
furi 244
set 806
shift 257
take in 306
unbend 253
Topgallant Studding Sail—
bend 248
dip 257
make up 244
set 253
take in 245
boom, fittings of 113
Topgallant Yard 108
carried away 376
cross 109
cross (exercise). 262
cross and loose sail 264
get on board 108
rig 108
send down (gale) 376
send down (exercise) 263-265
Topmast 68, 94
cap, to ship 96
cross-tress, to send up 95
fid 80
^et on board 87
house 266
rig 96
Topmast — 'a«k
rigging fitted 80
rigging set up 97
Topmast Studding Sail 187
to bend. 142
make up 141
set 14^
take in 141
boom, to rig 112
" rig in and out 256
** send aloft 25^
Tops, to send up 87
** half, to send up 88
Topsail 187
bend , 249
" (exercise) 251
gear of 250
furi 140
make up 138
names of parts 187
reef 804
set 119.804
shift 894
take in 804
unbend 136
schooner 136
yard 63
yards, double 102
** carried away 390
" get on board 101
" rig..... 102
'* send down 375
•* send up 249
Towing at Sea —
steam 180
in port, boats 431
tugs 481
vessels on fire 181
Transfer in turning 410
Transporting spare anchor 151
Treatment of apparently dead 457
drowned. 456
Trestle trees, send up 87
Triatic stay 146
Tricing lines boom 60
Trimming yards. 321
Trip hook 53
Trumpet, the 240
Truss, how fitted. 75
Trysail 254
bend 268
furi 245
mast, how fitted 110
reef 257
set 250
take in 384
unbend 253
Turk's head 45
Turning agencies, screw vessels. . . 414
effect of screw... 418
** •" rudder 415
Toming experimentB 490
in dead ejrea M
Twin screw, effect in turning. ill
TwiDe, sail 184
Tyes, topsail 104
U.
Unbending sail, exercise 257
Under sail and oara 173
Underway, lo get fore-and-afters.. 408
under sail 386
Bteam...- 408
(jDmoorinK 389
Upriitht ilerriok IM
Value o[ a long scope 214
Vantrs. '.'.'.'.'.'.'.'.'.'. 88
Vtrring i-hntn 314
Vessols of war. vlii«siflcation of. . . 13
Vessds' lights 375
W.
WaJBl aui-hor?. purchasing 144
Warpguess ""*
Warping
Water whips
Wtiiusii—
fore-aud'Hfters
in a gale
short around
under bare poles
Wbather.
hitting a uhain
helm, steamers
Ihe
Wkiobisu—
an anchor with a boat
with several anchors down
Weight of anchors
Whcclropes 37
Wheel ropes carried away ^79
'• crossed ai5
Whipping 44
Whips 60
Whiskers, to rig. 98
Winch, rope-maker'a 86
Wind and sea, eifect on steamer. . 883
" weather, record of 356
table of Telocities 369
Winding pendabts 148
Windlass. Spanish 381
steam 331
Wing and wing 408
Wire cables SO
' rigging, 81
'■ rope 80
Wire rope making 30
Wood's detaehine apparatus 189
Worming. 43
Yacht sails 41)1
Yard—
lower, get aboanl 105
rig 106
secure 258
■' send down 365
semi up 268
n.val. to cross 364
■■ rig. 359
" send down 263
■■ send up 368
slings 64
tackles 60
lopgallant, to rruss 366
rig 87
■■ send down 366
lop^>Hil. to get aboard 101
rig 101
send down 263
wndnp 261
exercising light 362
squaring 258
Yanis and docks, bureau 156
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